An small transport scrapped the runway on a gear up low approach.

Attributes
ACN	274293
Time
Date	199406
Day	Sat
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : rno
State Reference	NV
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : rno tower : mia
Operator	general aviation : corporate
Make Model Name	Conquest I/Conquest II
Operating Under FAR Part	Part 91
Flight Phase	descent : approach landing : go around other
Route In Use	arrival other
Flight Plan	None
Person 1
Affiliation	Other
Function	flight crew : single pilot instruction : trainee
Qualification	pilot : cfi pilot : instrument pilot : commercial
Experience	flight time last 90 days : 60 flight time total : 3100 flight time type : 60
ASRS Report	274293
Person 2
Affiliation	Other
Function	instruction : instructor oversight : pic
Qualification	pilot : commercial pilot : cfi pilot : instrument
Events
Anomaly	other anomaly other other spatial deviation
Independent Detector	other controllera other flight crewa
Resolutory Action	other other
Consequence	other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

The training flight was to be completed at reno, where we would complete the final maneuver of the chkout: a no flap approach and landing. The flight check was to complete my initial conquest I training with a training organization. The flight was uneventful until we began our descent from 13500 ft at which time we encountered light turbulence which increased to moderate to severe turbulence closer to the airport. Our approach from the south made for a long base to runway 25, which was in use due to the strong winds. We were cleared to land and I completed the normal landing checklist holding on the gear until we were closer in. We were performing a 'no- flap' landing, so the approach was flown a little shallower and faster than normal. Turning base to final, I advanced the propellers to full forward in case we needed to go around and I increased the airspeed 5 KTS to counter any windshear we might experience. Final approach was normal and power was left on during the flare as part of the no-flap landing. The ADF antenna on the rear underside of the aircraft hit the runway and I initiated a go around while the tower called 'go around, no wheels!' the go around was uneventful. After landing, closer inspection revealed that the right propeller had touched the ground removing about 1/8 inches of the blades. Fortunately there was no other damage and no injuries. 1) the landing was made with no-flaps which automatically disarmed the gear warning system. The throttle horn never activated since the throttles were never retarded beyond the microswitches (1 inch above flight idle). 2) the proper checklists were not used. The instructor should have insisted I use the pilots operating handbook emergency procedure 'landing with flaps retracted' checklist. 3) the turbulence contributed to being distracted during the approach. 4) both the check pilot and myself were fatigued. I had just returned the night before from school in kansas, and had been flying most of the day. This was the end of a very long week for the both of us. 5) all of our corporate flying is done '2-pilot.' the chkride was done 'single-pilot.' I was doing more in the cockpit than I usually do. My routine was completely broken with an increased workload and new procedures learned during my revert training. My usual '3-green' call would have prevented the whole incident.

Original NASA ASRS Text

Title: AN SMT SCRAPPED THE RWY ON A GEAR UP LOW APCH.

Narrative: THE TRAINING FLT WAS TO BE COMPLETED AT RENO, WHERE WE WOULD COMPLETE THE FINAL MANEUVER OF THE CHKOUT: A NO FLAP APCH AND LNDG. THE FLT CHK WAS TO COMPLETE MY INITIAL CONQUEST I TRAINING WITH A TRAINING ORGANIZATION. THE FLT WAS UNEVENTFUL UNTIL WE BEGAN OUR DSCNT FROM 13500 FT AT WHICH TIME WE ENCOUNTERED LIGHT TURB WHICH INCREASED TO MODERATE TO SEVERE TURB CLOSER TO THE ARPT. OUR APCH FROM THE S MADE FOR A LONG BASE TO RWY 25, WHICH WAS IN USE DUE TO THE STRONG WINDS. WE WERE CLRED TO LAND AND I COMPLETED THE NORMAL LNDG CHKLIST HOLDING ON THE GEAR UNTIL WE WERE CLOSER IN. WE WERE PERFORMING A 'NO- FLAP' LNDG, SO THE APCH WAS FLOWN A LITTLE SHALLOWER AND FASTER THAN NORMAL. TURNING BASE TO FINAL, I ADVANCED THE PROPS TO FULL FORWARD IN CASE WE NEEDED TO GAR AND I INCREASED THE AIRSPD 5 KTS TO COUNTER ANY WINDSHEAR WE MIGHT EXPERIENCE. FINAL APCH WAS NORMAL AND PWR WAS LEFT ON DURING THE FLARE AS PART OF THE NO-FLAP LNDG. THE ADF ANTENNA ON THE REAR UNDERSIDE OF THE ACFT HIT THE RWY AND I INITIATED A GAR WHILE THE TWR CALLED 'GAR, NO WHEELS!' THE GAR WAS UNEVENTFUL. AFTER LNDG, CLOSER INSPECTION REVEALED THAT THE R PROP HAD TOUCHED THE GND REMOVING ABOUT 1/8 INCHES OF THE BLADES. FORTUNATELY THERE WAS NO OTHER DAMAGE AND NO INJURIES. 1) THE LNDG WAS MADE WITH NO-FLAPS WHICH AUTOMATICALLY DISARMED THE GEAR WARNING SYS. THE THROTTLE HORN NEVER ACTIVATED SINCE THE THROTTLES WERE NEVER RETARDED BEYOND THE MICROSWITCHES (1 INCH ABOVE FLT IDLE). 2) THE PROPER CHKLISTS WERE NOT USED. THE INSTRUCTOR SHOULD HAVE INSISTED I USE THE PLTS OPERATING HANDBOOK EMERGENCY PROC 'LNDG WITH FLAPS RETRACTED' CHKLIST. 3) THE TURB CONTRIBUTED TO BEING DISTRACTED DURING THE APCH. 4) BOTH THE CHK PLT AND MYSELF WERE FATIGUED. I HAD JUST RETURNED THE NIGHT BEFORE FROM SCHOOL IN KANSAS, AND HAD BEEN FLYING MOST OF THE DAY. THIS WAS THE END OF A VERY LONG WK FOR THE BOTH OF US. 5) ALL OF OUR CORPORATE FLYING IS DONE '2-PLT.' THE CHKRIDE WAS DONE 'SINGLE-PLT.' I WAS DOING MORE IN THE COCKPIT THAN I USUALLY DO. MY ROUTINE WAS COMPLETELY BROKEN WITH AN INCREASED WORKLOAD AND NEW PROCS LEARNED DURING MY REVERT TRAINING. MY USUAL '3-GREEN' CALL WOULD HAVE PREVENTED THE WHOLE INCIDENT.

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.