Narrative:

I flew from F45 (north palm beach county) to treasure cay, bahamas (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 went around and landed normally. Upon inspecting the aircraft, I found the flaps were abraded but functional. The 4-BLADE 'Q-tip' propellers were curled and somewhat abraded but seemed structurally sound. I did a full power run-up, then test flew the aircraft. It behaved normally, and I felt that it was ok to fly it. I continued to nassau, picked up the owner of the aircraft, and said nothing of what happened. We continued to pbi and on to F45. I dropped him off and returned to base (bct). The issue here is my decision to continue flying the aircraft after it was damaged. I am not an a&P, nor was I aware at the time the seriousness of any propeller contact. I thought that sudden stoppage was the only danger to the engines, and as I stated, the propellers seemed ok. Contributing factors include a highly emotional state, close to shock. Also, I had only flown 25 hours in the past 90 days, and had only 4 hours in type. If I were in a similar situation today, I would not have flown the airplane home, because I am more aware of the potential for catastrophic failure of the engines and propellers following an event such as this.

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Original NASA ASRS Text

Title: PIPER CPR PLT OPERATES ACFT AFTER GEAR UP LNDG DAMAGES THE WING FLAPS AND PROPS.

Narrative: I FLEW FROM F45 (NORTH PALM BEACH COUNTY) TO TREASURE CAY, BAHAMAS (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 WENT AROUND AND LANDED NORMALLY. UPON INSPECTING THE ACFT, I FOUND THE FLAPS WERE ABRADED BUT FUNCTIONAL. THE 4-BLADE 'Q-TIP' PROPS WERE CURLED AND SOMEWHAT ABRADED BUT SEEMED STRUCTURALLY SOUND. I DID A FULL PWR RUN-UP, THEN TEST FLEW THE ACFT. IT BEHAVED NORMALLY, AND I FELT THAT IT WAS OK TO FLY IT. I CONTINUED TO NASSAU, PICKED UP THE OWNER OF THE ACFT, AND SAID NOTHING OF WHAT HAPPENED. WE CONTINUED TO PBI AND ON TO F45. I DROPPED HIM OFF AND RETURNED TO BASE (BCT). THE ISSUE HERE IS MY DECISION TO CONTINUE FLYING THE ACFT AFTER IT WAS DAMAGED. I AM NOT AN A&P, NOR WAS I AWARE AT THE TIME THE SERIOUSNESS OF ANY PROP CONTACT. I THOUGHT THAT SUDDEN STOPPAGE WAS THE ONLY DANGER TO THE ENGS, AND AS I STATED, THE PROPS SEEMED OK. CONTRIBUTING FACTORS INCLUDE A HIGHLY EMOTIONAL STATE, CLOSE TO SHOCK. ALSO, I HAD ONLY FLOWN 25 HRS IN THE PAST 90 DAYS, AND HAD ONLY 4 HRS IN TYPE. IF I WERE IN A SIMILAR SIT TODAY, I WOULD NOT HAVE FLOWN THE AIRPLANE HOME, BECAUSE I AM MORE AWARE OF THE POTENTIAL FOR CATASTROPHIC FAILURE OF THE ENGS AND PROPS FOLLOWING AN EVENT SUCH AS THIS.

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.