Narrative:

As a contractor for USAF, I was completing a 3 hour mission. 1 1/2 hours into the mission I was alerted to a low level fuel condition. I checked all the gauges and fuel burn counter and determined this to be a false condition, and continued the mission. This same aircraft gave the same warning the night before. On rtb to tyndall on descent from 16000' to 5000' the light went out, and as I began the downwind visual approach to runway 31L, the gear warning horn sounded when I selected flaps 5 degrees. I selected gear down with the gear switch. At the same time received the characteristic yaw, speed change with gear extention, I added some power to retain my approach speed at 130 KTS and began to concentrate on locating the end of the runway to que for the base turn. This end of the runway is very difficult to see because of directional lighting used at military airports. I began the base turn, reported to tower, 'base, gear down, full stop, left,' and retarded power to flight idle, still concentrating on the runway. I didn't confirm with the gear lights that they were down, but since I didn't get the gear warning horn, I assumed the gear was down. Result gear up landing. Cause of this incident I believe were threefold. Earlier fuel warning light was still on my mind, concentration on finding the airport runway end for the visual approach, failure of the gear to extend when selected, failure of the gear warning horn, failure to check visually the gear lights. Task saturation set in at a low level, tasks and assumption of aircraft response indicative of gear extention and lack of audio warning were all players in this incident. Lucky no injuries, minimum aircraft damage.

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Original NASA ASRS Text

Title: ATX SMT GEAR UP LNDG, EVEN THOUGH PLT SAYS HE PUT GEAR DOWN IN ORDER TO SILENCE THE GEAR WARNING HORN.

Narrative: AS A CONTRACTOR FOR USAF, I WAS COMPLETING A 3 HR MISSION. 1 1/2 HRS INTO THE MISSION I WAS ALERTED TO A LOW LEVEL FUEL CONDITION. I CHKED ALL THE GAUGES AND FUEL BURN COUNTER AND DETERMINED THIS TO BE A FALSE CONDITION, AND CONTINUED THE MISSION. THIS SAME ACFT GAVE THE SAME WARNING THE NIGHT BEFORE. ON RTB TO TYNDALL ON DSCNT FROM 16000' TO 5000' THE LIGHT WENT OUT, AND AS I BEGAN THE DOWNWIND VISUAL APCH TO RWY 31L, THE GEAR WARNING HORN SOUNDED WHEN I SELECTED FLAPS 5 DEGS. I SELECTED GEAR DOWN WITH THE GEAR SWITCH. AT THE SAME TIME RECEIVED THE CHARACTERISTIC YAW, SPD CHANGE WITH GEAR EXTENTION, I ADDED SOME PWR TO RETAIN MY APCH SPD AT 130 KTS AND BEGAN TO CONCENTRATE ON LOCATING THE END OF THE RWY TO QUE FOR THE BASE TURN. THIS END OF THE RWY IS VERY DIFFICULT TO SEE BECAUSE OF DIRECTIONAL LIGHTING USED AT MIL ARPTS. I BEGAN THE BASE TURN, RPTED TO TWR, 'BASE, GEAR DOWN, FULL STOP, LEFT,' AND RETARDED PWR TO FLT IDLE, STILL CONCENTRATING ON THE RWY. I DIDN'T CONFIRM WITH THE GEAR LIGHTS THAT THEY WERE DOWN, BUT SINCE I DIDN'T GET THE GEAR WARNING HORN, I ASSUMED THE GEAR WAS DOWN. RESULT GEAR UP LNDG. CAUSE OF THIS INCIDENT I BELIEVE WERE THREEFOLD. EARLIER FUEL WARNING LIGHT WAS STILL ON MY MIND, CONCENTRATION ON FINDING THE ARPT RWY END FOR THE VISUAL APCH, FAILURE OF THE GEAR TO EXTEND WHEN SELECTED, FAILURE OF THE GEAR WARNING HORN, FAILURE TO CHK VISUALLY THE GEAR LIGHTS. TASK SATURATION SET IN AT A LOW LEVEL, TASKS AND ASSUMPTION OF ACFT RESPONSE INDICATIVE OF GEAR EXTENTION AND LACK OF AUDIO WARNING WERE ALL PLAYERS IN THIS INCIDENT. LUCKY NO INJURIES, MINIMUM ACFT DAMAGE.

Data retrieved from NASA's ASRS site as of August 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.