Narrative:

After checking the aircraft out and finding all systems working properly, I flew the aircraft from hillsboro airport to aurora airport for touch and goes. Aurora was field of choice for practice because of the low traffic density. The WX was slightly hazy and clearing quickly. I called aurora unicom 122.7 for a field advisory and was given runway 17 as the preferred runway, left traffic. There was no apparent wind. I proceeded to make 4 touch and goes. Each touch and go was made from a different situation, pattern altitude close in, pattern altitude normal, pattern altitude turning base early, late, etc. The lndgs were going extremely well. The last 2 were so smooth that I wondered if I had really touched down. My thought train was, 'I'll make this one perfect and will take her home.' I was following a twin who was shooting lndgs as well. The twin had extended so I extended my downwind. I lowered the flaps and trimmed but did not lower the gear. I was concentrating on the clearance distance between the twin and myself, and when the distance was correct I began concentrating on that perfect T/D. When the power was pulled at the numbers, the horn that sounded was the stall warning in my mind's eye. The first indication that the error had occurred was when the propeller began curling back. There was nothing to do but keep the aircraft as trim as possible, get the gas and electrical off and get out immediately after the aircraft stopped. The aircraft T/D'ed lightly, causing minimum damage. The error of poor attention and concentration on review of landing checks caused this accident.

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Original NASA ASRS Text

Title: GA SMA GEAR UP LNDG.

Narrative: AFTER CHKING THE ACFT OUT AND FINDING ALL SYSTEMS WORKING PROPERLY, I FLEW THE ACFT FROM HILLSBORO ARPT TO AURORA ARPT FOR TOUCH AND GOES. AURORA WAS FIELD OF CHOICE FOR PRACTICE BECAUSE OF THE LOW TFC DENSITY. THE WX WAS SLIGHTLY HAZY AND CLEARING QUICKLY. I CALLED AURORA UNICOM 122.7 FOR A FIELD ADVISORY AND WAS GIVEN RWY 17 AS THE PREFERRED RWY, LEFT TFC. THERE WAS NO APPARENT WIND. I PROCEEDED TO MAKE 4 TOUCH AND GOES. EACH TOUCH AND GO WAS MADE FROM A DIFFERENT SITUATION, PATTERN ALT CLOSE IN, PATTERN ALT NORMAL, PATTERN ALT TURNING BASE EARLY, LATE, ETC. THE LNDGS WERE GOING EXTREMELY WELL. THE LAST 2 WERE SO SMOOTH THAT I WONDERED IF I HAD REALLY TOUCHED DOWN. MY THOUGHT TRAIN WAS, 'I'LL MAKE THIS ONE PERFECT AND WILL TAKE HER HOME.' I WAS FOLLOWING A TWIN WHO WAS SHOOTING LNDGS AS WELL. THE TWIN HAD EXTENDED SO I EXTENDED MY DOWNWIND. I LOWERED THE FLAPS AND TRIMMED BUT DID NOT LOWER THE GEAR. I WAS CONCENTRATING ON THE CLRNC DISTANCE BTWN THE TWIN AND MYSELF, AND WHEN THE DISTANCE WAS CORRECT I BEGAN CONCENTRATING ON THAT PERFECT T/D. WHEN THE PWR WAS PULLED AT THE NUMBERS, THE HORN THAT SOUNDED WAS THE STALL WARNING IN MY MIND'S EYE. THE FIRST INDICATION THAT THE ERROR HAD OCCURRED WAS WHEN THE PROP BEGAN CURLING BACK. THERE WAS NOTHING TO DO BUT KEEP THE ACFT AS TRIM AS POSSIBLE, GET THE GAS AND ELECTRICAL OFF AND GET OUT IMMEDIATELY AFTER THE ACFT STOPPED. THE ACFT T/D'ED LIGHTLY, CAUSING MINIMUM DAMAGE. THE ERROR OF POOR ATTN AND CONCENTRATION ON REVIEW OF LNDG CHKS CAUSED THIS ACCIDENT.

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.