Narrative:

I completed a 3 day instrument refresher course and passed my instrument competency check and biennial flight review. I returned to my base airport. In the pattern the usual prelndg check was completed using printed checklist standard for the airplane. The flap and gear never were placed in the down position. The landing gear did not extend and a gear up landing was made. The propeller was bent symmetrically on both tips. No damage was done to the nose section or nose wheel doors. Relatively moderate damage was done to the fuselage skin in the area of the main gear doors. (The airplane was ST01 equipped and a lower landing speed was used). No other damage was done to the aircraft, runway or persons. No other aircraft were involved in the incident. The aircraft had experienced 2 other episodes in previous 6 mo in which the gear had failed to extend and manual gear extension was necessary. The landing gear was checked and malfunctioning switch repaired by the a and east mechanic the gear up warning horn had been malfunctioning for several weeks prior to the accident and had been checked by the a and east mechanic. Inoperative switch and malfunctioning gear warning horn and pilot fatigue contributed to the incident. Callback conversation with reporter revealed the following information. Reporter states that he had not yet determined the problem because of ongoing discussion with insurance company. Company wishes to scrap the airplane but reporter feels amount of damage is minimal and would like to repair. Reporter states he 'thinks' light indication was gear down.

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Original NASA ASRS Text

Title: GEAR UP LNDG.

Narrative: I COMPLETED A 3 DAY INSTRUMENT REFRESHER COURSE AND PASSED MY INSTRUMENT COMPETENCY CHK AND BIENNIAL FLT REVIEW. I RETURNED TO MY BASE ARPT. IN THE PATTERN THE USUAL PRELNDG CHK WAS COMPLETED USING PRINTED CHKLIST STANDARD FOR THE AIRPLANE. THE FLAP AND GEAR NEVER WERE PLACED IN THE DOWN POS. THE LNDG GEAR DID NOT EXTEND AND A GEAR UP LNDG WAS MADE. THE PROP WAS BENT SYMMETRICALLY ON BOTH TIPS. NO DAMAGE WAS DONE TO THE NOSE SECTION OR NOSE WHEEL DOORS. RELATIVELY MODERATE DAMAGE WAS DONE TO THE FUSELAGE SKIN IN THE AREA OF THE MAIN GEAR DOORS. (THE AIRPLANE WAS ST01 EQUIPPED AND A LOWER LNDG SPD WAS USED). NO OTHER DAMAGE WAS DONE TO THE ACFT, RWY OR PERSONS. NO OTHER ACFT WERE INVOLVED IN THE INCIDENT. THE ACFT HAD EXPERIENCED 2 OTHER EPISODES IN PREVIOUS 6 MO IN WHICH THE GEAR HAD FAILED TO EXTEND AND MANUAL GEAR EXTENSION WAS NECESSARY. THE LNDG GEAR WAS CHKED AND MALFUNCTIONING SWITCH REPAIRED BY THE A AND E MECH THE GEAR UP WARNING HORN HAD BEEN MALFUNCTIONING FOR SEVERAL WKS PRIOR TO THE ACCIDENT AND HAD BEEN CHKED BY THE A AND E MECH. INOPERATIVE SWITCH AND MALFUNCTIONING GEAR WARNING HORN AND PLT FATIGUE CONTRIBUTED TO THE INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO. REPORTER STATES THAT HE HAD NOT YET DETERMINED THE PROB BECAUSE OF ONGOING DISCUSSION WITH INSURANCE COMPANY. COMPANY WISHES TO SCRAP THE AIRPLANE BUT REPORTER FEELS AMOUNT OF DAMAGE IS MINIMAL AND WOULD LIKE TO REPAIR. REPORTER STATES HE 'THINKS' LIGHT INDICATION WAS GEAR DOWN.

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.