Narrative:

My intentions were to take a VFR flight from lawrenceville, GA to peachtree dekalb, grab dinner and fly home. At about XA30Z, I checked the WX, which was VFR at both lzu and pdk. The WX was also forecasted to remain VFR throughout the evening. I proceeded to the aircraft with passenger and his daughter. I did a thorough preflight of the aircraft and found it to be in airworthy conditions. During the preflight, I also checked the aircraft documents and found that arrow was in the airplane. After getting the ATIS at gwinnett, I decided to take of using runway 7, departing to the east, since I was aware that there was an isolated thunderstorm cell southwest of the airport according to the WX radar. I took off from runway 7 at gwinnett and climbed to 3700 ft and started my wbound turn towards peachtree dekalb. I proceeded to get ATIS at peachtree and was told to expect runway 20L. There was quite a bit of traffic at the time of my arrival into class D airspace and due to the sun, it was hard to spot my traffic to follow. At one point, the controller instructed me to fly northbound to rejoin a 4 mi final for runway 20L, which I did. At that point, I had started my descent and using the checklist had started my pre-landing checks. On about a 2 mi final, I put my gear down, flaps down and finished my checklist. On about 1 1/2 mi final, I checked for '3 greens, handle neutral, WX radar off, fuel pumps, propellers forwards, fuel tanks and autoplt off,' which is a final check that I had committed to memory. Approximately on a 1 mi final, the controller changed my assigned runway to runway 20R as I just spotted the traffic in front of me. The last 600 ft of runway 20R was unavailable and I thought that I would be safer to land on runway 20L, so I requested runway 20L from the controller who assigned me to execute a right 360 degrees at this time. I proceeded to fly a right 360 degrees and remember bringing my flaps up to minimize drag. As I am flying my 360 degrees, the controller clears me to land runway 20L and then proceeds to clear another airplane to land on runway 20L. I tried to keep my 360 degrees fairly tight, realigned for final and while attempting to land on runway 20L, felt the airplane land on its belly and the propeller hit the ground. I steered the airplane using rudders as it stopped down the runway. I advised my passenger to evacuate the aircraft, while shutting off the electrical system and pulling the mixture to idle. I believe that when the controller assigned me to fly a right 360 degrees while I was on short final, I started a go around procedure and brought my gear up and flaps up. This was a procedure mistake on my part since, the controller's request was just for a right 360 degrees, not a go around which is what kept me from checking the 3 green lights. I think that ATC should try to avoid at all cost to assign a 360 degrees to an aircraft that is so close to the ground on short final because it could potentially become a huge distraction to the pilot. Such a maneuver is not quite a landing nor is it quite a go around, it is conductive to error making while flying in busy airspace. The aircraft did not sustain substantial damage nor was anybody injured.

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Original NASA ASRS Text

Title: PIPER AZTEC PLT HAS GEAR UP LNDG AT PDK.

Narrative: MY INTENTIONS WERE TO TAKE A VFR FLT FROM LAWRENCEVILLE, GA TO PEACHTREE DEKALB, GRAB DINNER AND FLY HOME. AT ABOUT XA30Z, I CHKED THE WX, WHICH WAS VFR AT BOTH LZU AND PDK. THE WX WAS ALSO FORECASTED TO REMAIN VFR THROUGHOUT THE EVENING. I PROCEEDED TO THE ACFT WITH PAX AND HIS DAUGHTER. I DID A THOROUGH PREFLT OF THE ACFT AND FOUND IT TO BE IN AIRWORTHY CONDITIONS. DURING THE PREFLT, I ALSO CHKED THE ACFT DOCUMENTS AND FOUND THAT ARROW WAS IN THE AIRPLANE. AFTER GETTING THE ATIS AT GWINNETT, I DECIDED TO TAKE OF USING RWY 7, DEPARTING TO THE E, SINCE I WAS AWARE THAT THERE WAS AN ISOLATED TSTM CELL SW OF THE ARPT ACCORDING TO THE WX RADAR. I TOOK OFF FROM RWY 7 AT GWINNETT AND CLBED TO 3700 FT AND STARTED MY WBOUND TURN TOWARDS PEACHTREE DEKALB. I PROCEEDED TO GET ATIS AT PEACHTREE AND WAS TOLD TO EXPECT RWY 20L. THERE WAS QUITE A BIT OF TFC AT THE TIME OF MY ARR INTO CLASS D AIRSPACE AND DUE TO THE SUN, IT WAS HARD TO SPOT MY TFC TO FOLLOW. AT ONE POINT, THE CTLR INSTRUCTED ME TO FLY NBOUND TO REJOIN A 4 MI FINAL FOR RWY 20L, WHICH I DID. AT THAT POINT, I HAD STARTED MY DSCNT AND USING THE CHKLIST HAD STARTED MY PRE-LNDG CHKS. ON ABOUT A 2 MI FINAL, I PUT MY GEAR DOWN, FLAPS DOWN AND FINISHED MY CHKLIST. ON ABOUT 1 1/2 MI FINAL, I CHKED FOR '3 GREENS, HANDLE NEUTRAL, WX RADAR OFF, FUEL PUMPS, PROPS FORWARDS, FUEL TANKS AND AUTOPLT OFF,' WHICH IS A FINAL CHK THAT I HAD COMMITTED TO MEMORY. APPROX ON A 1 MI FINAL, THE CTLR CHANGED MY ASSIGNED RWY TO RWY 20R AS I JUST SPOTTED THE TFC IN FRONT OF ME. THE LAST 600 FT OF RWY 20R WAS UNAVAILABLE AND I THOUGHT THAT I WOULD BE SAFER TO LAND ON RWY 20L, SO I REQUESTED RWY 20L FROM THE CTLR WHO ASSIGNED ME TO EXECUTE A R 360 DEGS AT THIS TIME. I PROCEEDED TO FLY A R 360 DEGS AND REMEMBER BRINGING MY FLAPS UP TO MINIMIZE DRAG. AS I AM FLYING MY 360 DEGS, THE CTLR CLRS ME TO LAND RWY 20L AND THEN PROCEEDS TO CLR ANOTHER AIRPLANE TO LAND ON RWY 20L. I TRIED TO KEEP MY 360 DEGS FAIRLY TIGHT, REALIGNED FOR FINAL AND WHILE ATTEMPTING TO LAND ON RWY 20L, FELT THE AIRPLANE LAND ON ITS BELLY AND THE PROP HIT THE GND. I STEERED THE AIRPLANE USING RUDDERS AS IT STOPPED DOWN THE RWY. I ADVISED MY PAX TO EVACUATE THE ACFT, WHILE SHUTTING OFF THE ELECTRICAL SYS AND PULLING THE MIXTURE TO IDLE. I BELIEVE THAT WHEN THE CTLR ASSIGNED ME TO FLY A R 360 DEGS WHILE I WAS ON SHORT FINAL, I STARTED A GAR PROC AND BROUGHT MY GEAR UP AND FLAPS UP. THIS WAS A PROC MISTAKE ON MY PART SINCE, THE CTLR'S REQUEST WAS JUST FOR A R 360 DEGS, NOT A GAR WHICH IS WHAT KEPT ME FROM CHKING THE 3 GREEN LIGHTS. I THINK THAT ATC SHOULD TRY TO AVOID AT ALL COST TO ASSIGN A 360 DEGS TO AN ACFT THAT IS SO CLOSE TO THE GND ON SHORT FINAL BECAUSE IT COULD POTENTIALLY BECOME A HUGE DISTR TO THE PLT. SUCH A MANEUVER IS NOT QUITE A LNDG NOR IS IT QUITE A GAR, IT IS CONDUCTIVE TO ERROR MAKING WHILE FLYING IN BUSY AIRSPACE. THE ACFT DID NOT SUSTAIN SUBSTANTIAL DAMAGE NOR WAS ANYBODY INJURED.

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.