PA31 pilot executes a gear up landing.

Attributes
ACN	556268
Time
Date	200208
Day	Sun
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : myat.airport
State Reference	FO
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Operator	general aviation : personal
Make Model Name	PA-31P Navajo P
Operating Under FAR Part	Part 91
Flight Phase	landing : roll
Flight Plan	VFR
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : multi engine pilot : atp
Experience	flight time last 90 days : 25 flight time total : 3200 flight time type : 4
ASRS Report	556268
Events
Anomaly	aircraft equipment problem : critical ground encounters : gear up landing non adherence : far
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	other
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

I flew from north palm beach (F45) to treasure cay (myat). I failed to extend the landing gear and contacted the runway with the inboard trailing edge of the flaps and the propeller tips. I came back around and landed normally. The flaps were abraded somewhat but were functional. The q-tip propellers (4 blade) were curled and slightly abraded but seemed structurally sound. I did a full power run-up, then flew to nassau without incident, picked up passenger (the owner of the aircraft), said nothing yet of what had happened, and flew to pbi to clear customs. We then returned to F45 to offload the passenger and from there I returned to base (bct). The aircraft performed normally in every way. I have since been told that I should not have flown the aircraft (after it was damaged), and common sense would say as much, but I was in somewhat of a state of shock. The issue is my decision to continue to operate the aircraft in this condition. I am better informed now about the consequences of any propeller contact (propeller stress and possible engine damage) and would not do this again.

Original NASA ASRS Text

Title: PA31 PLT EXECUTES A GEAR UP LNDG.

Narrative: I FLEW FROM NORTH PALM BEACH (F45) TO TREASURE CAY (MYAT). I FAILED TO EXTEND THE LNDG GEAR AND CONTACTED THE RWY WITH THE INBOARD TRAILING EDGE OF THE FLAPS AND THE PROP TIPS. I CAME BACK AROUND AND LANDED NORMALLY. THE FLAPS WERE ABRADED SOMEWHAT BUT WERE FUNCTIONAL. THE Q-TIP PROPS (4 BLADE) WERE CURLED AND SLIGHTLY ABRADED BUT SEEMED STRUCTURALLY SOUND. I DID A FULL PWR RUN-UP, THEN FLEW TO NASSAU WITHOUT INCIDENT, PICKED UP PAX (THE OWNER OF THE ACFT), SAID NOTHING YET OF WHAT HAD HAPPENED, AND FLEW TO PBI TO CLR CUSTOMS. WE THEN RETURNED TO F45 TO OFFLOAD THE PAX AND FROM THERE I RETURNED TO BASE (BCT). THE ACFT PERFORMED NORMALLY IN EVERY WAY. I HAVE SINCE BEEN TOLD THAT I SHOULD NOT HAVE FLOWN THE ACFT (AFTER IT WAS DAMAGED), AND COMMON SENSE WOULD SAY AS MUCH, BUT I WAS IN SOMEWHAT OF A STATE OF SHOCK. THE ISSUE IS MY DECISION TO CONTINUE TO OPERATE THE ACFT IN THIS CONDITION. I AM BETTER INFORMED NOW ABOUT THE CONSEQUENCES OF ANY PROP CONTACT (PROP STRESS AND POSSIBLE ENG DAMAGE) AND WOULD NOT DO THIS AGAIN.

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.