Narrative:

Was practicing touch and goes. Winds 310 degrees at 11 KTS. Did 3 touch and goes on runway 28 without difficulty. Wanted crosswind practice. Took runway 25. First landing a bit bouncy, partial flaps. On downwind, abeam the numbers, tower asked for short approach. Winds were becoming more gusty. Turned final 1/4 mi out. Had the crab in and was carrying some power. Did not do my gumps check. Did not hear any warning horn. Heard propeller strike, instinctively took plane around (not what I teach in CRM courses). Informed tower that I had a propeller strike and requested runway 28, they asked that I follow a commuter on 2 mi final. I declared an emergency and landed. This was a classic setup. Diverted attention, broken routine, (I always check gear down). When I teach medical CRM courses on error management, I always give the gear up example that you don't go around, just pull back the power and land (mitigate the error's damage). I was at least able to recover enough to be assertive and declare an emergency, and take the runway with the least crosswind. I examined my own state of mind. I was well rested, current in the airplane, and wanted to improve my proficiency in crosswind lndgs. I need to pick up the warning signs that an error chain was developing.

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Original NASA ASRS Text

Title: PROP STRIKE WHEN A C172 PVT PLT, PLANNING A XWIND LNDG, FORGETS HIS LNDG GEAR WHEN ASKED TO PERFORM A SHORT APCH TO RWY 25.

Narrative: WAS PRACTICING TOUCH AND GOES. WINDS 310 DEGS AT 11 KTS. DID 3 TOUCH AND GOES ON RWY 28 WITHOUT DIFFICULTY. WANTED XWIND PRACTICE. TOOK RWY 25. FIRST LNDG A BIT BOUNCY, PARTIAL FLAPS. ON DOWNWIND, ABEAM THE NUMBERS, TWR ASKED FOR SHORT APCH. WINDS WERE BECOMING MORE GUSTY. TURNED FINAL 1/4 MI OUT. HAD THE CRAB IN AND WAS CARRYING SOME PWR. DID NOT DO MY GUMPS CHK. DID NOT HEAR ANY WARNING HORN. HEARD PROP STRIKE, INSTINCTIVELY TOOK PLANE AROUND (NOT WHAT I TEACH IN CRM COURSES). INFORMED TWR THAT I HAD A PROP STRIKE AND REQUESTED RWY 28, THEY ASKED THAT I FOLLOW A COMMUTER ON 2 MI FINAL. I DECLARED AN EMER AND LANDED. THIS WAS A CLASSIC SETUP. DIVERTED ATTN, BROKEN ROUTINE, (I ALWAYS CHK GEAR DOWN). WHEN I TEACH MEDICAL CRM COURSES ON ERROR MGMNT, I ALWAYS GIVE THE GEAR UP EXAMPLE THAT YOU DON'T GO AROUND, JUST PULL BACK THE PWR AND LAND (MITIGATE THE ERROR'S DAMAGE). I WAS AT LEAST ABLE TO RECOVER ENOUGH TO BE ASSERTIVE AND DECLARE AN EMER, AND TAKE THE RWY WITH THE LEAST XWIND. I EXAMINED MY OWN STATE OF MIND. I WAS WELL RESTED, CURRENT IN THE AIRPLANE, AND WANTED TO IMPROVE MY PROFICIENCY IN XWIND LNDGS. I NEED TO PICK UP THE WARNING SIGNS THAT AN ERROR CHAIN WAS DEVELOPING.

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.