Narrative:

Departing conroe, tx, houston approach was contacted and a squawk was given. After being idented, I asked the controller if I was cleared into the TCA. After asking this question for the second time, the controller cleared me into the TCA. I was given a heading to fly of 190 degrees. Traffic was called to me. After seeing the traffic, a new heading of 220 degrees was issued, at which time I was handed off to the tower. I was asked to try to maintain close to my present speed. I slowed the aircraft, but left the gear up so I could maintain approximately 150 KTS. The other aircraft was on a 1 mi final to 14R and the tower cleared them to land on 14L. I was cleared to land on 14R again, being on an approximately 3 mi final with the flaps at 20 degrees and the landing lights extended. I was on the VASI lights for 14R and the power was set for landing. Flying down next to the runway, and giving my checklist a final review, I realized that the landing gear had not been extended. I added power to go around, but the aircraft settled just enough to scrape the belly, but continued to fly west/O any difficulty. At the time, I felt I had only scraped the paint and not seriously damaged the aircraft. After this, I took the aircraft back to conroe to evaluate the damage, and to ask our maintenance people to check for a potentially faulty unsafe light which I thought I saw out of the corner of my eye as I was aborting the landing.

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Original NASA ASRS Text

Title: ON FERRY FLT OF SMT ATX TYPE ACFT PLT FORGOT TO LOWER GEAR, BUT AS FUSELAGE SCRAPED RWY WAS ABLE TO ADD POWER AND GO AROUND. PROCEEDED TO HOME ARPT FOR ASSESSMENT OF ACFT DAMAGE.

Narrative: DEPARTING CONROE, TX, HOUSTON APCH WAS CONTACTED AND A SQUAWK WAS GIVEN. AFTER BEING IDENTED, I ASKED THE CTLR IF I WAS CLRED INTO THE TCA. AFTER ASKING THIS QUESTION FOR THE SECOND TIME, THE CTLR CLRED ME INTO THE TCA. I WAS GIVEN A HDG TO FLY OF 190 DEGS. TFC WAS CALLED TO ME. AFTER SEEING THE TFC, A NEW HDG OF 220 DEGS WAS ISSUED, AT WHICH TIME I WAS HANDED OFF TO THE TWR. I WAS ASKED TO TRY TO MAINTAIN CLOSE TO MY PRESENT SPD. I SLOWED THE ACFT, BUT LEFT THE GEAR UP SO I COULD MAINTAIN APPROX 150 KTS. THE OTHER ACFT WAS ON A 1 MI FINAL TO 14R AND THE TWR CLRED THEM TO LAND ON 14L. I WAS CLRED TO LAND ON 14R AGAIN, BEING ON AN APPROX 3 MI FINAL WITH THE FLAPS AT 20 DEGS AND THE LNDG LIGHTS EXTENDED. I WAS ON THE VASI LIGHTS FOR 14R AND THE PWR WAS SET FOR LNDG. FLYING DOWN NEXT TO THE RWY, AND GIVING MY CHKLIST A FINAL REVIEW, I REALIZED THAT THE LNDG GEAR HAD NOT BEEN EXTENDED. I ADDED PWR TO GO AROUND, BUT THE ACFT SETTLED JUST ENOUGH TO SCRAPE THE BELLY, BUT CONTINUED TO FLY W/O ANY DIFFICULTY. AT THE TIME, I FELT I HAD ONLY SCRAPED THE PAINT AND NOT SERIOUSLY DAMAGED THE ACFT. AFTER THIS, I TOOK THE ACFT BACK TO CONROE TO EVALUATE THE DAMAGE, AND TO ASK OUR MAINT PEOPLE TO CHK FOR A POTENTIALLY FAULTY UNSAFE LIGHT WHICH I THOUGHT I SAW OUT OF THE CORNER OF MY EYE AS I WAS ABORTING THE LNDG.

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.