Corporate small aircraft lands gear up at stp.

Attributes
ACN	447382
Time
Date	199908
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : stp.airport
State Reference	MN
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : m98.tracon tower : stp.tower tower : sea.tower
Operator	general aviation : corporate
Make Model Name	Small Aircraft, Low Wing, 1 Eng, Retractable Gear
Operating Under FAR Part	Part 91
Navigation In Use	ils localizer & glide slope : 32
Flight Phase	landing : roll
Route In Use	approach : traffic pattern approach : instrument precision arrival : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : single pilot
Qualification	pilot : instrument pilot : commercial
Experience	flight time last 90 days : 110 flight time total : 6805
ASRS Report	447382
Person 2
Affiliation	government : faa
Function	controller : approach controller : local controller : radar
Qualification	controller : radar
Events
Anomaly	aircraft equipment problem : critical conflict : airborne less severe ground encounters : gear up landing non adherence : far
Independent Detector	other flight crewa
Resolutory Action	none taken : detected after the fact none taken : insufficient time
Consequence	other other other
Supplementary
Problem Areas	Environmental Factor Flight Crew Human Performance Weather ATC Human Performance
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

During landing at st paul, mn (stp), on aug/xa/99, at approximately XA30 local time I failed to extend the landing gear resulting in a 'gear up' landing. As I continued, by this time I'm on short final and starting the flare and I'm thinking I'm fast and also that I can't see the runway centerline very well and thought my landing light had gone out (both of these should have alerted me that the gear was not down) I did not hear, or at least it did not register on my mind, that the landing gear warning horn was going off. As the plane settled for the landing I felt a bump and then realized that I had the gear up, I started to add power for the go around then thought no, better to land than take a chance of a go around not knowing what damage had already occurred, so I cut all power and set it back down and let it slide. I'm not trying to shirk any of my fault or responsibility. I did not lower the gear and I accept full responsibility for that. The only reason I'm submitting this is that, in the past month, I have had at least 3 separate TA's given to me, each at 1 mi without any previous alerts. I'm not sure if this is a new procedure or just coincidence. From my view, advisories reported at 1 mi, unless previously reported, is almost useless, when I'm covering the ground at 3 mi per min and assuming the other plane is as fast. It does not give me much time to locate and take evasive action, and in this case distracted me in such a way that I never completed my procedures of gear down and gump check that I have always performed. One other contributing factor I believe the controller was a trainee due to his hesitation on giving instructions, although all his instructions were proper. He was busy with departing planes, touch and goes, and 1 plane failing to respond properly. I was still concerned about his ability as well as the ability of the other planes in the immediate area to follow the proper procedures. Evidently I, also, was not following proper procedures.

Original NASA ASRS Text

Title: CORPORATE SMA LANDS GEAR UP AT STP.

Narrative: DURING LNDG AT ST PAUL, MN (STP), ON AUG/XA/99, AT APPROX XA30 LCL TIME I FAILED TO EXTEND THE LNDG GEAR RESULTING IN A 'GEAR UP' LNDG. AS I CONTINUED, BY THIS TIME I'M ON SHORT FINAL AND STARTING THE FLARE AND I'M THINKING I'M FAST AND ALSO THAT I CAN'T SEE THE RWY CTRLINE VERY WELL AND THOUGHT MY LNDG LIGHT HAD GONE OUT (BOTH OF THESE SHOULD HAVE ALERTED ME THAT THE GEAR WAS NOT DOWN) I DID NOT HEAR, OR AT LEAST IT DID NOT REGISTER ON MY MIND, THAT THE LNDG GEAR WARNING HORN WAS GOING OFF. AS THE PLANE SETTLED FOR THE LNDG I FELT A BUMP AND THEN REALIZED THAT I HAD THE GEAR UP, I STARTED TO ADD PWR FOR THE GAR THEN THOUGHT NO, BETTER TO LAND THAN TAKE A CHANCE OF A GAR NOT KNOWING WHAT DAMAGE HAD ALREADY OCCURRED, SO I CUT ALL PWR AND SET IT BACK DOWN AND LET IT SLIDE. I'M NOT TRYING TO SHIRK ANY OF MY FAULT OR RESPONSIBILITY. I DID NOT LOWER THE GEAR AND I ACCEPT FULL RESPONSIBILITY FOR THAT. THE ONLY REASON I'M SUBMITTING THIS IS THAT, IN THE PAST MONTH, I HAVE HAD AT LEAST 3 SEPARATE TA'S GIVEN TO ME, EACH AT 1 MI WITHOUT ANY PREVIOUS ALERTS. I'M NOT SURE IF THIS IS A NEW PROC OR JUST COINCIDENCE. FROM MY VIEW, ADVISORIES RPTED AT 1 MI, UNLESS PREVIOUSLY RPTED, IS ALMOST USELESS, WHEN I'M COVERING THE GND AT 3 MI PER MIN AND ASSUMING THE OTHER PLANE IS AS FAST. IT DOES NOT GIVE ME MUCH TIME TO LOCATE AND TAKE EVASIVE ACTION, AND IN THIS CASE DISTRACTED ME IN SUCH A WAY THAT I NEVER COMPLETED MY PROCS OF GEAR DOWN AND GUMP CHK THAT I HAVE ALWAYS PERFORMED. ONE OTHER CONTRIBUTING FACTOR I BELIEVE THE CTLR WAS A TRAINEE DUE TO HIS HESITATION ON GIVING INSTRUCTIONS, ALTHOUGH ALL HIS INSTRUCTIONS WERE PROPER. HE WAS BUSY WITH DEPARTING PLANES, TOUCH AND GOES, AND 1 PLANE FAILING TO RESPOND PROPERLY. I WAS STILL CONCERNED ABOUT HIS ABILITY AS WELL AS THE ABILITY OF THE OTHER PLANES IN THE IMMEDIATE AREA TO FOLLOW THE PROPER PROCS. EVIDENTLY I, ALSO, WAS NOT FOLLOWING PROPER PROCS.

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.