Narrative:

At about 30 mi out, I was turned over to tulsa approach, which also was tulsa tower, 121.2. I was vectored for the ILS 35R approach. After receiving a change of altitude to a lower height for GS alignment, I broke through a thin overcast at about 10 mi out. 2.9 mi to the OM, oillr. At the OM, I told the tower, marker inbound. Previously, to the announcement, I had gone through the gumps check at 9.5 mi out, approximately. Everything was set, and I told myself, when it came to the undercarriage, that, I still left it up, till, I had made the OM. As I continued in on the 35R approach, I asked the tower if I could have 35L, which they approved. I was dropping off 2 passenger who were parked on that side of the airport. Having already crossed the OM, I immediately changed heading to align with 35L. Flaps were deployed to 10 degrees at around 8 mi out, then to 20 degrees at about 1 1/2 mi out from 35L as I squared to final. Once aligned with 35L, I adjusted power and trim to line up with the VASI lights. At this point I then reduced power and went to 40 degree flaps. At less than 1/4 mi I reduced power and a horn went off, in which I immediately increased power. The duration of the horn was about 1 second. After the horn quit, I checked airspeed for stall indications. At this point, still on a good approach, I crossed the threshold in which I retrimmed and reduced power, flared, a horn went off again. I increased power slightly with no results. At this time I was committed. I landed the airplane but felt a slight bump followed by metal scrapping noise and immediate engine stoppage in which 1 propeller blade stood straight up with the blade tip curled. Realizing that the airplane was on its belly, I used rudder authority to maintain directional control on the runway centerline, until the plane slowed to a stop in which it veered gently to the left of centerline about 15 ft. To correct problem, proper use of checklist, avoid distrs. Contributing factors: distraction, runway changes, fatigue.

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Original NASA ASRS Text

Title: SMA PLT LANDS GEAR UP AFTER HEARING WARNING HORN.

Narrative: AT ABOUT 30 MI OUT, I WAS TURNED OVER TO TULSA APCH, WHICH ALSO WAS TULSA TWR, 121.2. I WAS VECTORED FOR THE ILS 35R APCH. AFTER RECEIVING A CHANGE OF ALT TO A LOWER HEIGHT FOR GS ALIGNMENT, I BROKE THROUGH A THIN OVCST AT ABOUT 10 MI OUT. 2.9 MI TO THE OM, OILLR. AT THE OM, I TOLD THE TWR, MARKER INBOUND. PREVIOUSLY, TO THE ANNOUNCEMENT, I HAD GONE THROUGH THE GUMPS CHK AT 9.5 MI OUT, APPROX. EVERYTHING WAS SET, AND I TOLD MYSELF, WHEN IT CAME TO THE UNDERCARRIAGE, THAT, I STILL LEFT IT UP, TILL, I HAD MADE THE OM. AS I CONTINUED IN ON THE 35R APCH, I ASKED THE TWR IF I COULD HAVE 35L, WHICH THEY APPROVED. I WAS DROPPING OFF 2 PAX WHO WERE PARKED ON THAT SIDE OF THE ARPT. HAVING ALREADY CROSSED THE OM, I IMMEDIATELY CHANGED HDG TO ALIGN WITH 35L. FLAPS WERE DEPLOYED TO 10 DEGS AT AROUND 8 MI OUT, THEN TO 20 DEGS AT ABOUT 1 1/2 MI OUT FROM 35L AS I SQUARED TO FINAL. ONCE ALIGNED WITH 35L, I ADJUSTED PWR AND TRIM TO LINE UP WITH THE VASI LIGHTS. AT THIS POINT I THEN REDUCED PWR AND WENT TO 40 DEG FLAPS. AT LESS THAN 1/4 MI I REDUCED PWR AND A HORN WENT OFF, IN WHICH I IMMEDIATELY INCREASED PWR. THE DURATION OF THE HORN WAS ABOUT 1 SECOND. AFTER THE HORN QUIT, I CHKED AIRSPD FOR STALL INDICATIONS. AT THIS POINT, STILL ON A GOOD APCH, I CROSSED THE THRESHOLD IN WHICH I RETRIMMED AND REDUCED PWR, FLARED, A HORN WENT OFF AGAIN. I INCREASED PWR SLIGHTLY WITH NO RESULTS. AT THIS TIME I WAS COMMITTED. I LANDED THE AIRPLANE BUT FELT A SLIGHT BUMP FOLLOWED BY METAL SCRAPPING NOISE AND IMMEDIATE ENG STOPPAGE IN WHICH 1 PROP BLADE STOOD STRAIGHT UP WITH THE BLADE TIP CURLED. REALIZING THAT THE AIRPLANE WAS ON ITS BELLY, I USED RUDDER AUTHORITY TO MAINTAIN DIRECTIONAL CTL ON THE RWY CENTERLINE, UNTIL THE PLANE SLOWED TO A STOP IN WHICH IT VEERED GENTLY TO THE L OF CENTERLINE ABOUT 15 FT. TO CORRECT PROBLEM, PROPER USE OF CHKLIST, AVOID DISTRS. CONTRIBUTING FACTORS: DISTR, RWY CHANGES, FATIGUE.

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.