Narrative:

After receiving a radar vector to the tucumcari airport in new mexico, a left base entry for runway 21 was begun. Fuel pumps were turned on, the gear knob was placed in the gear lowered position and the flaps were lowered 15 degrees. The transition from level flight to a gradual descent was made. The normal turbulence of the gear dropping was felt as well as the normal drag. A turn to final was made and a report was made on the unicom at 5.4 DME. As the plane was gliding in for landing, a thud, similar to a large rock striking under the body of the plane was felt. The plane seemed to float and just kept going down slow and level. The plane and did not nose over, it just settled, level at all times. There was noise as if a lot of gravel was being thrown and then the plane came to a stop. At this time, it was realized that the engines had stopped and the propellers were bent. The gear knob was noted to be in the down position. A small amount of smoke emanated from the panel and all electrical was turned off. We exited the plane and then went back to remove our baggage from the plane. Upon inspection of the plane, the gear doors were open. There was no damage to the wings or the tip tanks. The only damage appeared to be to the propellers, the gear doors and the flaps. After the incident, I felt emotionally shaken and it was hard to remember exact details and sequences. After returning to san diego, I spent the following 2 days in bed with the flu. Later discussion with the FAA investigator and the insurance investigation indicate that the gear was not lowered and the gear doors were locked in the up position. I always perform several gumps checks on an approach. I fly at least once a month with an instrument to review emergency procedures and did so just prior to the flight to lawrence. I suspect that I was very tired.

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Original NASA ASRS Text

Title: SMT LANDS GEAR UP AT TCC.

Narrative: AFTER RECEIVING A RADAR VECTOR TO THE TUCUMCARI ARPT IN NEW MEXICO, A L BASE ENTRY FOR RWY 21 WAS BEGUN. FUEL PUMPS WERE TURNED ON, THE GEAR KNOB WAS PLACED IN THE GEAR LOWERED POS AND THE FLAPS WERE LOWERED 15 DEGS. THE TRANSITION FROM LEVEL FLT TO A GRADUAL DSNT WAS MADE. THE NORMAL TURB OF THE GEAR DROPPING WAS FELT AS WELL AS THE NORMAL DRAG. A TURN TO FINAL WAS MADE AND A RPT WAS MADE ON THE UNICOM AT 5.4 DME. AS THE PLANE WAS GLIDING IN FOR LNDG, A THUD, SIMILAR TO A LARGE ROCK STRIKING UNDER THE BODY OF THE PLANE WAS FELT. THE PLANE SEEMED TO FLOAT AND JUST KEPT GOING DOWN SLOW AND LEVEL. THE PLANE AND DID NOT NOSE OVER, IT JUST SETTLED, LEVEL AT ALL TIMES. THERE WAS NOISE AS IF A LOT OF GRAVEL WAS BEING THROWN AND THEN THE PLANE CAME TO A STOP. AT THIS TIME, IT WAS REALIZED THAT THE ENGS HAD STOPPED AND THE PROPS WERE BENT. THE GEAR KNOB WAS NOTED TO BE IN THE DOWN POS. A SMALL AMOUNT OF SMOKE EMANATED FROM THE PANEL AND ALL ELECTRICAL WAS TURNED OFF. WE EXITED THE PLANE AND THEN WENT BACK TO REMOVE OUR BAGGAGE FROM THE PLANE. UPON INSPECTION OF THE PLANE, THE GEAR DOORS WERE OPEN. THERE WAS NO DAMAGE TO THE WINGS OR THE TIP TANKS. THE ONLY DAMAGE APPEARED TO BE TO THE PROPS, THE GEAR DOORS AND THE FLAPS. AFTER THE INCIDENT, I FELT EMOTIONALLY SHAKEN AND IT WAS HARD TO REMEMBER EXACT DETAILS AND SEQUENCES. AFTER RETURNING TO SAN DIEGO, I SPENT THE FOLLOWING 2 DAYS IN BED WITH THE FLU. LATER DISCUSSION WITH THE FAA INVESTIGATOR AND THE INSURANCE INVESTIGATION INDICATE THAT THE GEAR WAS NOT LOWERED AND THE GEAR DOORS WERE LOCKED IN THE UP POS. I ALWAYS PERFORM SEVERAL GUMPS CHKS ON AN APCH. I FLY AT LEAST ONCE A MONTH WITH AN INSTR TO REVIEW EMER PROCS AND DID SO JUST PRIOR TO THE FLT TO LAWRENCE. I SUSPECT THAT I WAS VERY TIRED.

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.