Narrative:

I became distraction by tower when told I was #2 for landing. I did not know this as I was turning for a 2 mi final for runway 18. I looked for other aircraft, but did not see the aircraft, and assumed it landed. I had begun my gumps up to 'gas,' but after distraction, restarted at 'mixture, propeller, switches/seatbelts.' I flared on centerline but contacted ground at idle. There was a propeller strike but no damage to aircraft but scraping on the belly of aircraft. I never did see other aircraft! Although not measurable, I also believe that I was tired. I did not sleep well the night before and would be a factor in the incident. Corrective actions include: 1) always restart memory items or checklists if interrupted. 2) do not release gear handle until green light(south) and visual confirmation if applicable. Note: several pilots and I could not clearly define in the written descriptions whether this had to be received or sent within 10 days. Callback conversation with reporter revealed the following information: reporter stated that he has been notified by the FAA for re-examination for his commercial pilot certificate. He was advised that ASRS timely reporting does not relieve airmen of the pilot re-examination. Timely reporting means 10 days from date of incident until postmarked to us. He was further advised that a good habit to develop with a high wing aircraft is to look out the side window for the left main landing gear. If it is extended, the main wheels will be down and unable to retract since the gear drops down below the fuselage prior to retracting into the bottom of the fuselage.

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Original NASA ASRS Text

Title: C210 PART 135 CHARTER PLT LANDED GEAR UP. THERE WAS ONLY MINOR DAMAGE TO THE BOTTOM OF THE FUSELAGE SKIN AND PROP.

Narrative: I BECAME DISTR BY TWR WHEN TOLD I WAS #2 FOR LNDG. I DID NOT KNOW THIS AS I WAS TURNING FOR A 2 MI FINAL FOR RWY 18. I LOOKED FOR OTHER ACFT, BUT DID NOT SEE THE ACFT, AND ASSUMED IT LANDED. I HAD BEGUN MY GUMPS UP TO 'GAS,' BUT AFTER DISTR, RESTARTED AT 'MIXTURE, PROP, SWITCHES/SEATBELTS.' I FLARED ON CTRLINE BUT CONTACTED GND AT IDLE. THERE WAS A PROP STRIKE BUT NO DAMAGE TO ACFT BUT SCRAPING ON THE BELLY OF ACFT. I NEVER DID SEE OTHER ACFT! ALTHOUGH NOT MEASURABLE, I ALSO BELIEVE THAT I WAS TIRED. I DID NOT SLEEP WELL THE NIGHT BEFORE AND WOULD BE A FACTOR IN THE INCIDENT. CORRECTIVE ACTIONS INCLUDE: 1) ALWAYS RESTART MEMORY ITEMS OR CHKLISTS IF INTERRUPTED. 2) DO NOT RELEASE GEAR HANDLE UNTIL GREEN LIGHT(S) AND VISUAL CONFIRMATION IF APPLICABLE. NOTE: SEVERAL PLTS AND I COULD NOT CLRLY DEFINE IN THE WRITTEN DESCRIPTIONS WHETHER THIS HAD TO BE RECEIVED OR SENT WITHIN 10 DAYS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT HE HAS BEEN NOTIFIED BY THE FAA FOR RE-EXAMINATION FOR HIS COMMERCIAL PLT CERTIFICATE. HE WAS ADVISED THAT ASRS TIMELY RPTING DOES NOT RELIEVE AIRMEN OF THE PLT RE-EXAMINATION. TIMELY RPTING MEANS 10 DAYS FROM DATE OF INCIDENT UNTIL POSTMARKED TO US. HE WAS FURTHER ADVISED THAT A GOOD HABIT TO DEVELOP WITH A HIGH WING ACFT IS TO LOOK OUT THE SIDE WINDOW FOR THE L MAIN LNDG GEAR. IF IT IS EXTENDED, THE MAIN WHEELS WILL BE DOWN AND UNABLE TO RETRACT SINCE THE GEAR DROPS DOWN BELOW THE FUSELAGE PRIOR TO RETRACTING INTO THE BOTTOM OF THE FUSELAGE.

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.