Narrative:

At 2500 ft MSL over the mississippi river, I was given a heading by mem approach that put me on a long downwind for runway 27 and told to maintain 2500 ft. I was right at the base of the overcast. I slowed to 130 KTS with 1 notch of flaps and continued downwind at 2500 ft (2200 ft AGL). About 1/2 mi past the approach end of the runway, approach turned me on a left base leg still at 2500 ft. I was handed off to tower just as I was ready to turn final and was cleared to land. I was very, very high. The airplane is equipped with speed brakes that I had not yet had a chance to use. I said 'now I can see how good these things work.' they worked very well and I was impressed. I was going to be able to make the first turnoff and save a long taxi to the FBO. As I flared to land, I retracted the speed brakes and said 'boy, these things are good.' then the propeller hit the runway. I had forgot to extend the gear. I was able to go around, put the gear down, land and taxi to the FBO, but I did not want to get too far from the runway and I caused an airliner to go around. The airplane was not hurt, but the propeller blades will have to be replaced. In a normal C210 without speed brakes, I would not have been able to descend to the runway without the drag of the gear. I was distraction by using the speed brakes and forgot the gear. Everything seemed normal because of the drag of the speed brakes.

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Original NASA ASRS Text

Title: C210 PLT, DISTR BY HIS NEW SPD BRAKES, EXPERIENCES A PROP STRIKE DURING A NEAR GEAR-UP LNDG AT MEM.

Narrative: AT 2500 FT MSL OVER THE MISSISSIPPI RIVER, I WAS GIVEN A HDG BY MEM APCH THAT PUT ME ON A LONG DOWNWIND FOR RWY 27 AND TOLD TO MAINTAIN 2500 FT. I WAS RIGHT AT THE BASE OF THE OVCST. I SLOWED TO 130 KTS WITH 1 NOTCH OF FLAPS AND CONTINUED DOWNWIND AT 2500 FT (2200 FT AGL). ABOUT 1/2 MI PAST THE APCH END OF THE RWY, APCH TURNED ME ON A L BASE LEG STILL AT 2500 FT. I WAS HANDED OFF TO TWR JUST AS I WAS READY TO TURN FINAL AND WAS CLRED TO LAND. I WAS VERY, VERY HIGH. THE AIRPLANE IS EQUIPPED WITH SPD BRAKES THAT I HAD NOT YET HAD A CHANCE TO USE. I SAID 'NOW I CAN SEE HOW GOOD THESE THINGS WORK.' THEY WORKED VERY WELL AND I WAS IMPRESSED. I WAS GOING TO BE ABLE TO MAKE THE FIRST TURNOFF AND SAVE A LONG TAXI TO THE FBO. AS I FLARED TO LAND, I RETRACTED THE SPD BRAKES AND SAID 'BOY, THESE THINGS ARE GOOD.' THEN THE PROP HIT THE RWY. I HAD FORGOT TO EXTEND THE GEAR. I WAS ABLE TO GO AROUND, PUT THE GEAR DOWN, LAND AND TAXI TO THE FBO, BUT I DID NOT WANT TO GET TOO FAR FROM THE RWY AND I CAUSED AN AIRLINER TO GO AROUND. THE AIRPLANE WAS NOT HURT, BUT THE PROP BLADES WILL HAVE TO BE REPLACED. IN A NORMAL C210 WITHOUT SPD BRAKES, I WOULD NOT HAVE BEEN ABLE TO DSND TO THE RWY WITHOUT THE DRAG OF THE GEAR. I WAS DISTR BY USING THE SPD BRAKES AND FORGOT THE GEAR. EVERYTHING SEEMED NORMAL BECAUSE OF THE DRAG OF THE SPD BRAKES.

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.