Narrative:

The aircraft had just returned from a short instructional flight with the aircraft owner and flight school owner. I requested fuel because the difference is invoiced to the aircraft owner, not the flight school. While I was waiting for the fuel delivery, I preflted the airplane, talked to the flight school owner about flight conditions (turbulence and winds), and asked him to photograph my friend and me beside the airplane. During the preflight, I paid particular attention to the pressure sensing mast beneath the pilot's side window, all flight control surfaces, in addition to normal preflight checklist items. I used the hot-start procedure because of the recent flight. During the pre-takeoff run-up, I followed the recommended checklist and all responses checked normal with no discrepancies. Takeoff was normal and I retracted the gear with no more usable runway as I climbed to 3000 ft MSL. I do not recall the gear in transition light. Returning to cgf, I called tower approximately 7 miles southeast and was told to enter right downwind for runway 5. There was a stinson returning from the lnn area to enter a left downwind for runway 5, as well as an archer just outside the FAF for the localizer back course runway 5. I did a gumps check. I was watching for traffic on left downwind and also on extended final. The controller requested I turn base leg earlier than I normally would. I already had one notch of flaps but knew we would be higher than normal, so I pulled the throttle back to 12 or 13 inches mp when I would normally use 17 inches. I put in the second notch of flaps and turned final and did another gumps check verifying mixture to full rich, and putting the propeller lever full forward. I do not recall verifying 3 green. As we were on short final over richmond road with full flaps, airspeed at 90 mph and dropping, the archer behind us was cleared to land and the stinson was told it would be number 3 to land. I flared and held the flare portion, allowing airspeed to dissipate. At the last minute there was a very slight balloon which I was counteracting when we touched down to the sound of metal scraping. As soon as I realized what was happening, I pulled the mixture to lean, turned off the fuel pump and master switch. As the aircraft came to a stop, the passenger opened the door and said, 'where was the gear warning horn? I never heard the gear warning horn.' I do not remember verifying 3 green during the gumps, but I do remember doing the gumps. Even though I pulled power early and farther back than normal, there had been no gear warning horn. At no time while I was on final, did the gear warning horn sound. According to an FAA representative, of the cleveland FSDO, whom I spoke to immediately afterwards, the event will be classified as an incident not an accident. An instructor at the flight school who witnessed the event said he saw the aircraft with gear retracted. No one in the tower gave warning.

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Original NASA ASRS Text

Title: AN INSTRUCTOR PLT LANDED A PA28 GEAR UP.

Narrative: THE ACFT HAD JUST RETURNED FROM A SHORT INSTRUCTIONAL FLT WITH THE ACFT OWNER AND FLT SCHOOL OWNER. I REQUESTED FUEL BECAUSE THE DIFFERENCE IS INVOICED TO THE ACFT OWNER, NOT THE FLT SCHOOL. WHILE I WAS WAITING FOR THE FUEL DELIVERY, I PREFLTED THE AIRPLANE, TALKED TO THE FLT SCHOOL OWNER ABOUT FLT CONDITIONS (TURBULENCE AND WINDS), AND ASKED HIM TO PHOTOGRAPH MY FRIEND AND ME BESIDE THE AIRPLANE. DURING THE PREFLT, I PAID PARTICULAR ATTN TO THE PRESSURE SENSING MAST BENEATH THE PLT'S SIDE WINDOW, ALL FLT CTL SURFACES, IN ADDITION TO NORMAL PREFLT CHKLIST ITEMS. I USED THE HOT-START PROC BECAUSE OF THE RECENT FLT. DURING THE PRE-TKOF RUN-UP, I FOLLOWED THE RECOMMENDED CHKLIST AND ALL RESPONSES CHKED NORMAL WITH NO DISCREPANCIES. TKOF WAS NORMAL AND I RETRACTED THE GEAR WITH NO MORE USABLE RUNWAY AS I CLBED TO 3000 FT MSL. I DO NOT RECALL THE GEAR IN TRANSITION LIGHT. RETURNING TO CGF, I CALLED TWR APPROX 7 MILES SE AND WAS TOLD TO ENTER R DOWNWIND FOR RWY 5. THERE WAS A STINSON RETURNING FROM THE LNN AREA TO ENTER A L DOWNWIND FOR RWY 5, AS WELL AS AN ARCHER JUST OUTSIDE THE FAF FOR THE LOC BC RWY 5. I DID A GUMPS CHK. I WAS WATCHING FOR TFC ON L DOWNWIND AND ALSO ON EXTENDED FINAL. THE CTLR REQUESTED I TURN BASE LEG EARLIER THAN I NORMALLY WOULD. I ALREADY HAD ONE NOTCH OF FLAPS BUT KNEW WE WOULD BE HIGHER THAN NORMAL, SO I PULLED THE THROTTLE BACK TO 12 OR 13 INCHES MP WHEN I WOULD NORMALLY USE 17 INCHES. I PUT IN THE SECOND NOTCH OF FLAPS AND TURNED FINAL AND DID ANOTHER GUMPS CHK VERIFYING MIXTURE TO FULL RICH, AND PUTTING THE PROP LEVER FULL FORWARD. I DO NOT RECALL VERIFYING 3 GREEN. AS WE WERE ON SHORT FINAL OVER RICHMOND ROAD WITH FULL FLAPS, AIRSPEED AT 90 MPH AND DROPPING, THE ARCHER BEHIND US WAS CLRED TO LAND AND THE STINSON WAS TOLD IT WOULD BE NUMBER 3 TO LAND. I FLARED AND HELD THE FLARE PORTION, ALLOWING AIRSPEED TO DISSIPATE. AT THE LAST MINUTE THERE WAS A VERY SLIGHT BALLOON WHICH I WAS COUNTERACTING WHEN WE TOUCHED DOWN TO THE SOUND OF METAL SCRAPING. AS SOON AS I REALIZED WHAT WAS HAPPENING, I PULLED THE MIXTURE TO LEAN, TURNED OFF THE FUEL PUMP AND MASTER SWITCH. AS THE ACFT CAME TO A STOP, THE PAX OPENED THE DOOR AND SAID, 'WHERE WAS THE GEAR WARNING HORN? I NEVER HEARD THE GEAR WARNING HORN.' I DO NOT REMEMBER VERIFYING 3 GREEN DURING THE GUMPS, BUT I DO REMEMBER DOING THE GUMPS. EVEN THOUGH I PULLED PWR EARLY AND FARTHER BACK THAN NORMAL, THERE HAD BEEN NO GEAR WARNING HORN. AT NO TIME WHILE I WAS ON FINAL, DID THE GEAR WARNING HORN SOUND. ACCORDING TO AN FAA REPRESENTATIVE, OF THE CLEVELAND FSDO, WHOM I SPOKE TO IMMEDIATELY AFTERWARDS, THE EVENT WILL BE CLASSIFIED AS AN INCIDENT NOT AN ACCIDENT. AN INSTRUCTOR AT THE FLT SCHOOL WHO WITNESSED THE EVENT SAID HE SAW THE ACFT WITH GEAR RETRACTED. NO ONE IN THE TWR GAVE WARNING.

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.