Narrative:

I was flying traffic patrol over knoxville, tn. The WX was VFR but not at 3000 ft MSL, my normal operating altitude. I started out at 2000 ft but was advised that another traffic plane was at that altitude. I climbed to 2500 ft. Shortly after that, a second traffic plane leveled at 2500 ft for traffic watch. This put 3 of us in the air, 2 at the same altitude. Let me point out that under normal circumstances plane #1 is at 2000, plane #2 is at 2500 and I operate at 3000 ft MSL. Even though we are competitors, it is an extremely safe and cordial aviation relationship as tys would confirm. Although plane #1 and #2 were able to operate VFR, I would not be able to maintain VFR at 3000 ft MSL that day. I informed knoxville tys that I would be clearing the area and return to dkx rather than crowd the other 2 aircraft. From that point on, an unusual number of distrs led to a gear-up landing. 1) a non-radio aircraft was working the area. 2) WX had deteriorated at the east end of dkx. 3) geese had landed near the east (approach) end of the runway and had not settled down, often a problem at dkx. 4) gear down light and gear warning horn had acted up earlier that day and was on my mind. In summary, the last thing I normally do before touchdown is visually check the landing gear. With my attention drawn to the geese on short final, (geese still had not settled) and the possibility of go around in the back of my mind, I failed to make the visual landing gear check that I've made hundreds of times in the last 3500 hours. Aside from the propeller, the damage was surprisingly light.

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Original NASA ASRS Text

Title: AN SMA TFC WATCH AIRPLANE MADE A GEAR UP LNDG AFTER A PATROL THAT WAS ABORTED DUE TO WX.

Narrative: I WAS FLYING TFC PATROL OVER KNOXVILLE, TN. THE WX WAS VFR BUT NOT AT 3000 FT MSL, MY NORMAL OPERATING ALT. I STARTED OUT AT 2000 FT BUT WAS ADVISED THAT ANOTHER TFC PLANE WAS AT THAT ALT. I CLBED TO 2500 FT. SHORTLY AFTER THAT, A SECOND TFC PLANE LEVELED AT 2500 FT FOR TFC WATCH. THIS PUT 3 OF US IN THE AIR, 2 AT THE SAME ALT. LET ME POINT OUT THAT UNDER NORMAL CIRCUMSTANCES PLANE #1 IS AT 2000, PLANE #2 IS AT 2500 AND I OPERATE AT 3000 FT MSL. EVEN THOUGH WE ARE COMPETITORS, IT IS AN EXTREMELY SAFE AND CORDIAL AVIATION RELATIONSHIP AS TYS WOULD CONFIRM. ALTHOUGH PLANE #1 AND #2 WERE ABLE TO OPERATE VFR, I WOULD NOT BE ABLE TO MAINTAIN VFR AT 3000 FT MSL THAT DAY. I INFORMED KNOXVILLE TYS THAT I WOULD BE CLRING THE AREA AND RETURN TO DKX RATHER THAN CROWD THE OTHER 2 ACFT. FROM THAT POINT ON, AN UNUSUAL NUMBER OF DISTRS LED TO A GEAR-UP LNDG. 1) A NON-RADIO ACFT WAS WORKING THE AREA. 2) WX HAD DETERIORATED AT THE E END OF DKX. 3) GEESE HAD LANDED NEAR THE E (APCH) END OF THE RWY AND HAD NOT SETTLED DOWN, OFTEN A PROBLEM AT DKX. 4) GEAR DOWN LIGHT AND GEAR WARNING HORN HAD ACTED UP EARLIER THAT DAY AND WAS ON MY MIND. IN SUMMARY, THE LAST THING I NORMALLY DO BEFORE TOUCHDOWN IS VISUALLY CHK THE LNDG GEAR. WITH MY ATTN DRAWN TO THE GEESE ON SHORT FINAL, (GEESE STILL HAD NOT SETTLED) AND THE POSSIBILITY OF GAR IN THE BACK OF MY MIND, I FAILED TO MAKE THE VISUAL LNDG GEAR CHK THAT I'VE MADE HUNDREDS OF TIMES IN THE LAST 3500 HRS. ASIDE FROM THE PROP, THE DAMAGE WAS SURPRISINGLY LIGHT.

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.