Narrative:

I went on duty in hou then jumpseat (required by company) to dal for first leg. I slept plus/minus 2 hours during layover then left hou for dal -- GPS direct. WX was VMC most of trip with descent through broken layer for visual approach. ATC cleared me for visual while still IMC. I questioned this by saying 'understand maintain 3000 until field in sight' at which time they canceled the clearance. I then had the field in sight and made a left downwind base and final approach. At some point, I heard a very faint sound (the gear horn) but decided it was something in the electrical system (beacon, etc). It was very faint. I dismissed it without ever thinking of the gear. I noticed that things didn't feel right within inches of the ground. I began to attempt a go around and the power came up unevenly and the plane turned sideways a bit. I decided that a go around could make matters worse, so I retarded the throttles and slid to a stop on runway 13L. Contributing factors: I can't deny there is no excuse but I will list some problems which made this more likely to happen: not used to night schedule -- after 4-6 weeks of night schedule. 1830-0815 I was having trouble sleeping in daytime. Also it has been difficult to adjust after wkend of 'normal' hours. Long duty days -- 14 hours. 1.4 hour flight GPS direct -- uneventful VMC -- boring and I became complacent. 3 legs per night in 3 different make/model aircraft. Had been making ILS approachs for last several weeks -- used to putting the gear down at GS intercept. This time I joined the ILS inside marker -- maybe subconsciously thought gear was down. Horn was not loud enough to draw attention! Should use written checklist not just gumps -- the other side of that coin is that when single pilot you would rather look outside than read checklist at lower altitudes in busy terminal areas.

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Original NASA ASRS Text

Title: ATX ACFT LANDS GEAR UP IN NIGHT OP.

Narrative: I WENT ON DUTY IN HOU THEN JUMPSEAT (REQUIRED BY COMPANY) TO DAL FOR FIRST LEG. I SLEPT PLUS/MINUS 2 HRS DURING LAYOVER THEN LEFT HOU FOR DAL -- GPS DIRECT. WX WAS VMC MOST OF TRIP WITH DSCNT THROUGH BROKEN LAYER FOR VISUAL APCH. ATC CLRED ME FOR VISUAL WHILE STILL IMC. I QUESTIONED THIS BY SAYING 'UNDERSTAND MAINTAIN 3000 UNTIL FIELD IN SIGHT' AT WHICH TIME THEY CANCELED THE CLRNC. I THEN HAD THE FIELD IN SIGHT AND MADE A L DOWNWIND BASE AND FINAL APCH. AT SOME POINT, I HEARD A VERY FAINT SOUND (THE GEAR HORN) BUT DECIDED IT WAS SOMETHING IN THE ELECTRICAL SYS (BEACON, ETC). IT WAS VERY FAINT. I DISMISSED IT WITHOUT EVER THINKING OF THE GEAR. I NOTICED THAT THINGS DIDN'T FEEL RIGHT WITHIN INCHES OF THE GND. I BEGAN TO ATTEMPT A GAR AND THE PWR CAME UP UNEVENLY AND THE PLANE TURNED SIDEWAYS A BIT. I DECIDED THAT A GAR COULD MAKE MATTERS WORSE, SO I RETARDED THE THROTTLES AND SLID TO A STOP ON RWY 13L. CONTRIBUTING FACTORS: I CAN'T DENY THERE IS NO EXCUSE BUT I WILL LIST SOME PROBS WHICH MADE THIS MORE LIKELY TO HAPPEN: NOT USED TO NIGHT SCHEDULE -- AFTER 4-6 WKS OF NIGHT SCHEDULE. 1830-0815 I WAS HAVING TROUBLE SLEEPING IN DAYTIME. ALSO IT HAS BEEN DIFFICULT TO ADJUST AFTER WKEND OF 'NORMAL' HRS. LONG DUTY DAYS -- 14 HRS. 1.4 HR FLT GPS DIRECT -- UNEVENTFUL VMC -- BORING AND I BECAME COMPLACENT. 3 LEGS PER NIGHT IN 3 DIFFERENT MAKE/MODEL ACFT. HAD BEEN MAKING ILS APCHS FOR LAST SEVERAL WKS -- USED TO PUTTING THE GEAR DOWN AT GS INTERCEPT. THIS TIME I JOINED THE ILS INSIDE MARKER -- MAYBE SUBCONSCIOUSLY THOUGHT GEAR WAS DOWN. HORN WAS NOT LOUD ENOUGH TO DRAW ATTN! SHOULD USE WRITTEN CHKLIST NOT JUST GUMPS -- THE OTHER SIDE OF THAT COIN IS THAT WHEN SINGLE PLT YOU WOULD RATHER LOOK OUTSIDE THAN READ CHKLIST AT LOWER ALTS IN BUSY TERMINAL AREAS.

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.