Pilot of C210; inexperienced in fixed wing aircraft; fails to extend gear for landing. Executes go a...

Attributes
ACN	762811
Time
Date	200711
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Operator	common carrier : air taxi
Make Model Name	Cessna 210 Centurion / Turbo Centurion 210C 210D
Operating Under FAR Part	Part 91
Flight Phase	landing : roll
Flight Plan	VFR
Person 1
Affiliation	company : air taxi
Function	flight crew : single pilot
Qualification	pilot : cfi pilot : commercial pilot : instrument
Experience	flight time last 90 days : 150 flight time total : 1230 flight time type : 25
ASRS Report	762811
Events
Anomaly	aircraft equipment problem : critical ground encounters : gear up landing non adherence : published procedure
Independent Detector	aircraft equipment other aircraft equipment : gear unsafe warning horn other flight crewa
Resolutory Action	flight crew : executed go around flight crew : overcame equipment problem
Consequence	other
Supplementary
Problem Areas	Aircraft Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

I was plting the aircraft for a part 135 cargo operation; repositioning the aircraft empty under part 91. While conducting a visual approach; I failed to properly follow flight procedures (namely the 'tbgumps' check). I am a relatively low-time fixed-wing pilot (approximately 200 hours); most of my flight time is in helicopters. There was a crosswind (070 degrees at 11 KTS); and I was too focused on executing the landing properly. Because of my failure to put the landing gear down; check that it was down; and the fact that I carried power over the threshold for the crosswind; I ended up initiating rotation for the landing flare over the numbers without realizing that I was gear up. It was not until I pulled the power back during rotation that the gear horn sounded. As soon as I recognized the horn and its significance; I reacted by coming in with full throttle and pulling the yoke back. As I did so; I heard the aircraft contact the runway briefly before climbing back up to a ht of approximately 50 ft AGL. Once there; I leveled off; put the gear down; verified that it was down; pulled the power back and landed without further problems. I exited the runway at taxiway D; taxied to parking and shut down. Up to that point I had hopes that I had not damaged the propeller; since the engine seemed to be running smoothly and developing normal power without vibration from the nose. Upon shutdown; I found that the tips of all 3 blades of the hartzell propeller were bent back 90 degrees approximately 1-2 inches from their ends. I immediately contacted company dispatch and maintenance and informed them of the situation. I examined the aircraft and found that apart from the damage to the propeller; there was contact damage (scraping) on the frame rivets just aft of the wheel wells; as well as on the belly antenna and the aft tie-down. After reporting the event to the company; I secured the damaged aircraft; preflted another company aircraft which was there; loaded cargo and departed to complete rest of my assigned run for the night.

Original NASA ASRS Text

Title: PLT OF C210; INEXPERIENCED IN FIXED WING ACFT; FAILS TO EXTEND GEAR FOR LNDG. EXECUTES GAR ATTEMPT TOO LATE TO AVOID MOMENTARY CONTACT OF PROP BLADES AND LOWER FUSELAGE.

Narrative: I WAS PLTING THE ACFT FOR A PART 135 CARGO OP; REPOSITIONING THE ACFT EMPTY UNDER PART 91. WHILE CONDUCTING A VISUAL APCH; I FAILED TO PROPERLY FOLLOW FLT PROCS (NAMELY THE 'TBGUMPS' CHK). I AM A RELATIVELY LOW-TIME FIXED-WING PLT (APPROX 200 HRS); MOST OF MY FLT TIME IS IN HELIS. THERE WAS A XWIND (070 DEGS AT 11 KTS); AND I WAS TOO FOCUSED ON EXECUTING THE LNDG PROPERLY. BECAUSE OF MY FAILURE TO PUT THE LNDG GEAR DOWN; CHK THAT IT WAS DOWN; AND THE FACT THAT I CARRIED PWR OVER THE THRESHOLD FOR THE XWIND; I ENDED UP INITIATING ROTATION FOR THE LNDG FLARE OVER THE NUMBERS WITHOUT REALIZING THAT I WAS GEAR UP. IT WAS NOT UNTIL I PULLED THE PWR BACK DURING ROTATION THAT THE GEAR HORN SOUNDED. AS SOON AS I RECOGNIZED THE HORN AND ITS SIGNIFICANCE; I REACTED BY COMING IN WITH FULL THROTTLE AND PULLING THE YOKE BACK. AS I DID SO; I HEARD THE ACFT CONTACT THE RWY BRIEFLY BEFORE CLBING BACK UP TO A HT OF APPROX 50 FT AGL. ONCE THERE; I LEVELED OFF; PUT THE GEAR DOWN; VERIFIED THAT IT WAS DOWN; PULLED THE PWR BACK AND LANDED WITHOUT FURTHER PROBS. I EXITED THE RWY AT TXWY D; TAXIED TO PARKING AND SHUT DOWN. UP TO THAT POINT I HAD HOPES THAT I HAD NOT DAMAGED THE PROP; SINCE THE ENG SEEMED TO BE RUNNING SMOOTHLY AND DEVELOPING NORMAL PWR WITHOUT VIBRATION FROM THE NOSE. UPON SHUTDOWN; I FOUND THAT THE TIPS OF ALL 3 BLADES OF THE HARTZELL PROP WERE BENT BACK 90 DEGS APPROX 1-2 INCHES FROM THEIR ENDS. I IMMEDIATELY CONTACTED COMPANY DISPATCH AND MAINT AND INFORMED THEM OF THE SITUATION. I EXAMINED THE ACFT AND FOUND THAT APART FROM THE DAMAGE TO THE PROP; THERE WAS CONTACT DAMAGE (SCRAPING) ON THE FRAME RIVETS JUST AFT OF THE WHEEL WELLS; AS WELL AS ON THE BELLY ANTENNA AND THE AFT TIE-DOWN. AFTER RPTING THE EVENT TO THE COMPANY; I SECURED THE DAMAGED ACFT; PREFLTED ANOTHER COMPANY ACFT WHICH WAS THERE; LOADED CARGO AND DEPARTED TO COMPLETE REST OF MY ASSIGNED RUN FOR THE NIGHT.

Data retrieved from NASA's ASRS site as of January 2009 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.

Pilot of C210; inexperienced in fixed wing aircraft; fails to extend gear for landing. Executes go around attempt too late to avoid momentary contact of propeller blades and lower fuselage.