Narrative:

Routine cpr passenger pickup at cincinnati lunken airport. 3 passenger already onboard. My duty day started at XA30. 1ST departure at XC30 from home airport (ptk). Passenger drop off at I69. Then deadhead departure at XE10 for florence, sc (flo). Departed (flo) at XJ25 with 3 passenger for cincinnati to pick up one more passenger and return to ptk. All operations to this point were very routine and pleasant. However, this was just the second trip since the aircraft had been extensively reconfigured with a new navigation system added. And there were some minor problems with the installation which was a distraction. As we neared cincinnati numerous thunderstorms required some deviation, but were not a factor at the airport. Extensive vectoring was necessary to fit us into the airport traffic with speed reductions that eventually required approach flaps (5 degrees) to be selected many mi from the airport. (I was being set up and I didn't know it.) normally, gear down would be selected first immediately followed by flaps (5 degrees). When finally cleared for ILS runway 21L at approximately 5 mi final I selected flaps (20 degrees) and commenced approach and landing. With 20 degree of flaps we had plenty of drag and enough turbulence to mask the fact that the landing gear were not extended until too late. The warning horn and ground contact were just about simultaneous. What can we learn from the incident? I think I was tired, tired more than anything else, long duty day. The day before was too. The navigation radio problem and newness of the system required additional concentration. The tension of thunderstorms in the terminal area. Long vectors with speed restrs all require greater effort. 90 degrees plus temperatures add to fatigue also. I did do the final checklist. But it was an exercise in rote, not reality. I was just too tired and wanted to land, which I did, wheels up.

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Original NASA ASRS Text

Title: AN ATX PLT LANDS HIS ACFT AFTER A LONG DAY BUT FORGETS TO PUT HIS GEAR DOWN AT LUK, OH.

Narrative: ROUTINE CPR PAX PICKUP AT CINCINNATI LUNKEN ARPT. 3 PAX ALREADY ONBOARD. MY DUTY DAY STARTED AT XA30. 1ST DEP AT XC30 FROM HOME ARPT (PTK). PAX DROP OFF AT I69. THEN DEADHEAD DEP AT XE10 FOR FLORENCE, SC (FLO). DEPARTED (FLO) AT XJ25 WITH 3 PAX FOR CINCINNATI TO PICK UP ONE MORE PAX AND RETURN TO PTK. ALL OPS TO THIS POINT WERE VERY ROUTINE AND PLEASANT. HOWEVER, THIS WAS JUST THE SECOND TRIP SINCE THE ACFT HAD BEEN EXTENSIVELY RECONFIGURED WITH A NEW NAV SYS ADDED. AND THERE WERE SOME MINOR PROBS WITH THE INSTALLATION WHICH WAS A DISTR. AS WE NEARED CINCINNATI NUMEROUS TSTMS REQUIRED SOME DEV, BUT WERE NOT A FACTOR AT THE ARPT. EXTENSIVE VECTORING WAS NECESSARY TO FIT US INTO THE ARPT TFC WITH SPD REDUCTIONS THAT EVENTUALLY REQUIRED APCH FLAPS (5 DEGS) TO BE SELECTED MANY MI FROM THE ARPT. (I WAS BEING SET UP AND I DIDN'T KNOW IT.) NORMALLY, GEAR DOWN WOULD BE SELECTED FIRST IMMEDIATELY FOLLOWED BY FLAPS (5 DEGS). WHEN FINALLY CLRED FOR ILS RWY 21L AT APPROX 5 MI FINAL I SELECTED FLAPS (20 DEGS) AND COMMENCED APCH AND LNDG. WITH 20 DEG OF FLAPS WE HAD PLENTY OF DRAG AND ENOUGH TURB TO MASK THE FACT THAT THE LNDG GEAR WERE NOT EXTENDED UNTIL TOO LATE. THE WARNING HORN AND GND CONTACT WERE JUST ABOUT SIMULTANEOUS. WHAT CAN WE LEARN FROM THE INCIDENT? I THINK I WAS TIRED, TIRED MORE THAN ANYTHING ELSE, LONG DUTY DAY. THE DAY BEFORE WAS TOO. THE NAV RADIO PROB AND NEWNESS OF THE SYS REQUIRED ADDITIONAL CONCENTRATION. THE TENSION OF TSTMS IN THE TERMINAL AREA. LONG VECTORS WITH SPD RESTRS ALL REQUIRE GREATER EFFORT. 90 DEGS PLUS TEMPS ADD TO FATIGUE ALSO. I DID DO THE FINAL CHKLIST. BUT IT WAS AN EXERCISE IN ROTE, NOT REALITY. I WAS JUST TOO TIRED AND WANTED TO LAND, WHICH I DID, WHEELS UP.

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.