Narrative:

When I arrived in the airport vicinity; WX was reported to be broken 4000 ft with winds from 210 degrees with winds at 20 KTS gusting to 27 KTS with a windshear advisory. I was cleared by approach to ZZZ fix; given an initial descent to 4000 ft and told to expect a visual approach to land on runway 15. After a further descent clearance to 3000 ft; I cleared the base of the clouds and reported airport in sight. Outside ZZZ fix; I deployed the inertial separator; 10 degrees of flaps and disengaged the yaw damper. For reasons I cannot explain; I failed to lower the landing gear. I had made the decision based on the ATIS of windshear advisories and the fact that other aircraft were reporting +10/-10 KT speed changes on final to land utilizing 10 degrees of flaps. Had I deployed full flaps; I would have received an audible alarm horn indicating that the gear had not been lowered. On final; I was holding right aileron and left rudder to counteract the effects of the crosswind. As I trimmed and slowed the plane for landing; I was totally focused on the crosswind and did not xchk the landing gear. I flared the airplane bleeding off the remaining airspeed when the plane settled softly on the centerline of the runway. Upon realizing what I had done; as the plane was skidding; I shut down the engine and secured the airplane. There were no injuries to me or any of the passenger. Callback conversation with reporter revealed the following information: the reporter stated this airplane is not configured like other airplanes where with the thrust lever back and flaps not up the landing gear warning horn will sound. This airplane will not sound the landing gear horn until the flaps are fully extended. The airplane incurred propeller and some skin damage.

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Original NASA ASRS Text

Title: A TBM700 INCURRED DAMAGE WHEN LANDED WITH THE LNDG GEAR RETRACTED. PLT FAILED TO EXTEND THE LNDG GEAR.

Narrative: WHEN I ARRIVED IN THE ARPT VICINITY; WX WAS RPTED TO BE BROKEN 4000 FT WITH WINDS FROM 210 DEGS WITH WINDS AT 20 KTS GUSTING TO 27 KTS WITH A WINDSHEAR ADVISORY. I WAS CLRED BY APCH TO ZZZ FIX; GIVEN AN INITIAL DSCNT TO 4000 FT AND TOLD TO EXPECT A VISUAL APCH TO LAND ON RWY 15. AFTER A FURTHER DSCNT CLRNC TO 3000 FT; I CLRED THE BASE OF THE CLOUDS AND RPTED ARPT IN SIGHT. OUTSIDE ZZZ FIX; I DEPLOYED THE INERTIAL SEPARATOR; 10 DEGS OF FLAPS AND DISENGAGED THE YAW DAMPER. FOR REASONS I CANNOT EXPLAIN; I FAILED TO LOWER THE LNDG GEAR. I HAD MADE THE DECISION BASED ON THE ATIS OF WINDSHEAR ADVISORIES AND THE FACT THAT OTHER ACFT WERE RPTING +10/-10 KT SPD CHANGES ON FINAL TO LAND UTILIZING 10 DEGS OF FLAPS. HAD I DEPLOYED FULL FLAPS; I WOULD HAVE RECEIVED AN AUDIBLE ALARM HORN INDICATING THAT THE GEAR HAD NOT BEEN LOWERED. ON FINAL; I WAS HOLDING R AILERON AND L RUDDER TO COUNTERACT THE EFFECTS OF THE XWIND. AS I TRIMMED AND SLOWED THE PLANE FOR LNDG; I WAS TOTALLY FOCUSED ON THE XWIND AND DID NOT XCHK THE LNDG GEAR. I FLARED THE AIRPLANE BLEEDING OFF THE REMAINING AIRSPD WHEN THE PLANE SETTLED SOFTLY ON THE CTRLINE OF THE RWY. UPON REALIZING WHAT I HAD DONE; AS THE PLANE WAS SKIDDING; I SHUT DOWN THE ENG AND SECURED THE AIRPLANE. THERE WERE NO INJURIES TO ME OR ANY OF THE PAX. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THIS AIRPLANE IS NOT CONFIGURED LIKE OTHER AIRPLANES WHERE WITH THE THRUST LEVER BACK AND FLAPS NOT UP THE LNDG GEAR WARNING HORN WILL SOUND. THIS AIRPLANE WILL NOT SOUND THE LNDG GEAR HORN UNTIL THE FLAPS ARE FULLY EXTENDED. THE AIRPLANE INCURRED PROP AND SOME SKIN DAMAGE.

Data retrieved from NASA's ASRS site as of January 2009 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.