Narrative:

On approach to hyannis airport after departing nantucket on my daily afternoon flight I requested a left base to runway 24 and was told to report crossing the shoreline for the left base to runway 24. I reported the shoreline left base, was told cleared to land runway 24 turning inside an aircraft approaching the OM. Accepting this, I continued my approach straining to see the traffic. Visibility 3 mi in haze, pulling down the visor with before landing check on it just like a hundred times before, selecting 15 degrees of flaps, bringing up the mixtures, all propellers, slowing the aircraft, and putting my hand on the gear lever to extend them. At this point some distraction took my eyes off the cycle, and I apparently failed to xchk my visual aids for gear extension (the gear lever has, in the past, jumped back to detent without any gear movement and reselection had to be made). Closing in on the base leg, looking for traffic, the right seat passenger talking, I turned in to the final approach easing back on the throttle for normal landing. No gear horn sounded any warning. As I started to flare, I realized that I was settling lower than normal (still no gear horn warning). I came in with full power. Just as I did, I heard the propeller blades start to strike the pavement, and fade away, only now did I realize that the gear had never extended. Thinking, all right, I've got this thing airborne again, I've got another chance, but looking at low airspeed, and now the stall warning horn blaring, thinking this is not going to work, 6 passenger, high humidity, and it may not climb because of the propeller strike, I retarded the throttles all the way, electing to slide it in on the belly instead of taking that chance that may be fatal. As I was sliding to a stop, pulling firewall shut offs and securing electrical and other things, thinking what happened, I'm almost sure I put the gear down, looking at the gear lever in the down and detent position. Why did I miss those visual aids? Getting all the passenger off the aircraft and to safe distance no one hurt, thinking how could this happen. I went back to the aircraft opened the nose baggage door, removed the forward bulkhead and disconnected the battery. There was a small amount of smoke from the friction on the fiberglass antennas and paint. It looks like I never extended the landing gear, but I believe I did intentionally put the lever down, but preoccupied, I never checked my visual aids and no gear warning horn led to this incident. It was the end of a long, hot, sticky, humid day, the type you want to get done with, go home and relax or jump into a pool to cool off. High heat and some fatigue, humidity, the 1 1/2 hour layover in nantucket before the flight back to hyannis, stress, and some complacency, etc. This leads to the human performance and human error!

Related reports:

Google
 

Original NASA ASRS Text

Title: INADVERTENT GEAR-UP LNDG.

Narrative: ON APCH TO HYANNIS ARPT AFTER DEPARTING NANTUCKET ON MY DAILY AFTERNOON FLT I REQUESTED A L BASE TO RWY 24 AND WAS TOLD TO RPT XING THE SHORELINE FOR THE L BASE TO RWY 24. I RPTED THE SHORELINE L BASE, WAS TOLD CLRED TO LAND RWY 24 TURNING INSIDE AN ACFT APCHING THE OM. ACCEPTING THIS, I CONTINUED MY APCH STRAINING TO SEE THE TFC. VISIBILITY 3 MI IN HAZE, PULLING DOWN THE VISOR WITH BEFORE LNDG CHK ON IT JUST LIKE A HUNDRED TIMES BEFORE, SELECTING 15 DEGS OF FLAPS, BRINGING UP THE MIXTURES, ALL PROPS, SLOWING THE ACFT, AND PUTTING MY HAND ON THE GEAR LEVER TO EXTEND THEM. AT THIS POINT SOME DISTR TOOK MY EYES OFF THE CYCLE, AND I APPARENTLY FAILED TO XCHK MY VISUAL AIDS FOR GEAR EXTENSION (THE GEAR LEVER HAS, IN THE PAST, JUMPED BACK TO DETENT WITHOUT ANY GEAR MOVEMENT AND RESELECTION HAD TO BE MADE). CLOSING IN ON THE BASE LEG, LOOKING FOR TFC, THE R SEAT PAX TALKING, I TURNED IN TO THE FINAL APCH EASING BACK ON THE THROTTLE FOR NORMAL LNDG. NO GEAR HORN SOUNDED ANY WARNING. AS I STARTED TO FLARE, I REALIZED THAT I WAS SETTLING LOWER THAN NORMAL (STILL NO GEAR HORN WARNING). I CAME IN WITH FULL PWR. JUST AS I DID, I HEARD THE PROP BLADES START TO STRIKE THE PAVEMENT, AND FADE AWAY, ONLY NOW DID I REALIZE THAT THE GEAR HAD NEVER EXTENDED. THINKING, ALL RIGHT, I'VE GOT THIS THING AIRBORNE AGAIN, I'VE GOT ANOTHER CHANCE, BUT LOOKING AT LOW AIRSPD, AND NOW THE STALL WARNING HORN BLARING, THINKING THIS IS NOT GOING TO WORK, 6 PAX, HIGH HUMIDITY, AND IT MAY NOT CLB BECAUSE OF THE PROP STRIKE, I RETARDED THE THROTTLES ALL THE WAY, ELECTING TO SLIDE IT IN ON THE BELLY INSTEAD OF TAKING THAT CHANCE THAT MAY BE FATAL. AS I WAS SLIDING TO A STOP, PULLING FIREWALL SHUT OFFS AND SECURING ELECTRICAL AND OTHER THINGS, THINKING WHAT HAPPENED, I'M ALMOST SURE I PUT THE GEAR DOWN, LOOKING AT THE GEAR LEVER IN THE DOWN AND DETENT POS. WHY DID I MISS THOSE VISUAL AIDS? GETTING ALL THE PAX OFF THE ACFT AND TO SAFE DISTANCE NO ONE HURT, THINKING HOW COULD THIS HAPPEN. I WENT BACK TO THE ACFT OPENED THE NOSE BAGGAGE DOOR, REMOVED THE FORWARD BULKHEAD AND DISCONNECTED THE BATTERY. THERE WAS A SMALL AMOUNT OF SMOKE FROM THE FRICTION ON THE FIBERGLASS ANTENNAS AND PAINT. IT LOOKS LIKE I NEVER EXTENDED THE LNDG GEAR, BUT I BELIEVE I DID INTENTIONALLY PUT THE LEVER DOWN, BUT PREOCCUPIED, I NEVER CHKED MY VISUAL AIDS AND NO GEAR WARNING HORN LED TO THIS INCIDENT. IT WAS THE END OF A LONG, HOT, STICKY, HUMID DAY, THE TYPE YOU WANT TO GET DONE WITH, GO HOME AND RELAX OR JUMP INTO A POOL TO COOL OFF. HIGH HEAT AND SOME FATIGUE, HUMIDITY, THE 1 1/2 HR LAYOVER IN NANTUCKET BEFORE THE FLT BACK TO HYANNIS, STRESS, AND SOME COMPLACENCY, ETC. THIS LEADS TO THE HUMAN PERFORMANCE AND HUMAN ERROR!

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.