Private pilot of an small aircraft sel landed gear up.

Attributes
ACN	272762
Time
Date	199405
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : pae
State Reference	WA
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : las
Operator	general aviation : personal
Make Model Name	Any Unknown or Unlisted Aircraft Manufacturer
Operating Under FAR Part	Part 91
Flight Phase	landing other other
Flight Plan	None
Person 1
Affiliation	Other
Function	flight crew : single pilot
Qualification	pilot : private pilot : instrument
Experience	flight time last 90 days : 5 flight time total : 510 flight time type : 150
ASRS Report	272762
Person 2
Affiliation	government : faa
Function	controller : local
Qualification	controller : non radar
Events
Anomaly	aircraft equipment problem : less severe other anomaly other other spatial deviation
Independent Detector	other flight crewa
Resolutory Action	other
Consequence	faa : investigated other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	Pilot Deviation

Narrative:

The flight was a test flight after fuel system repairs. After 1 touch-and-go, fuel pressure started to drop. Tower was advised of full stop landing. Traffic inbound (727) prevented my being #1 to land. I considered declaring an emergency but traffic was close in and the maneuvering to avoid him was the same as being #2. Tower then advised cleared to land 'caution, wake turbulence.' the 727 missed approach at 100 ft AGL. I carried power on final to counter the 22 KT headwinds and came in on GS to stay above the wake turbulence. As I flared, the plane took a long time to land. The scraping of the rear wheel wells was the first sign of trouble. I always perform 2 gumps checks, the last on short final. Eliminating mechanical failure, I must presume pilot distraction caused by fuel system, traffic avoidance, wake turbulence, prevented habitual performance. Contributing factors are: carrying power inbound on final to counter headwinds defeated the gear warning alarm, preventing a last chance reminder. A simple solution, other than pilot training, is for the gear alarm to be visual and aural, switched by the approach airspeed so that pwred approachs (low dragged in or headwinds) will not be defeated by the throttle position.

Original NASA ASRS Text

Title: PVT PLT OF AN SMA SEL LANDED GEAR UP.

Narrative: THE FLT WAS A TEST FLT AFTER FUEL SYS REPAIRS. AFTER 1 TOUCH-AND-GO, FUEL PRESSURE STARTED TO DROP. TWR WAS ADVISED OF FULL STOP LNDG. TFC INBOUND (727) PREVENTED MY BEING #1 TO LAND. I CONSIDERED DECLARING AN EMER BUT TFC WAS CLOSE IN AND THE MANEUVERING TO AVOID HIM WAS THE SAME AS BEING #2. TWR THEN ADVISED CLRED TO LAND 'CAUTION, WAKE TURB.' THE 727 MISSED APCH AT 100 FT AGL. I CARRIED PWR ON FINAL TO COUNTER THE 22 KT HEADWINDS AND CAME IN ON GS TO STAY ABOVE THE WAKE TURB. AS I FLARED, THE PLANE TOOK A LONG TIME TO LAND. THE SCRAPING OF THE REAR WHEEL WELLS WAS THE FIRST SIGN OF TROUBLE. I ALWAYS PERFORM 2 GUMPS CHKS, THE LAST ON SHORT FINAL. ELIMINATING MECHANICAL FAILURE, I MUST PRESUME PLT DISTR CAUSED BY FUEL SYS, TFC AVOIDANCE, WAKE TURB, PREVENTED HABITUAL PERFORMANCE. CONTRIBUTING FACTORS ARE: CARRYING PWR INBOUND ON FINAL TO COUNTER HEADWINDS DEFEATED THE GEAR WARNING ALARM, PREVENTING A LAST CHANCE REMINDER. A SIMPLE SOLUTION, OTHER THAN PLT TRAINING, IS FOR THE GEAR ALARM TO BE VISUAL AND AURAL, SWITCHED BY THE APCH AIRSPD SO THAT PWRED APCHS (LOW DRAGGED IN OR HEADWINDS) WILL NOT BE DEFEATED BY THE THROTTLE POS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.