Super King Air 200
Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Distraction
Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Aircraft; Human Factors; Airport
Incident occurred during the final segment of a checkride. We were returning to ZZZ at 2;500 MSL. ATC kept us at 2;500 MSL to allow an aircraft to depart under us. After we were clear of the traffic and cleared for a visual approach; I put the props to high (2;000 rpm) and positioned the flaps to the approach setting. At this point the Check Airman reminded me this was going to be a 'no flap landing' and returned the flaps to the 'up' position. We discussed the approach again and I asked for a confirmation on the new Vref speed. The Check Airman confirmed and we established the new Vapp of 130 IAS. Due to the shortened approach and altitude restriction; the descent to final was steeper and faster than normal. I attributed the speed to the lack of flaps and steep descent and did not at any point feel the aircraft was performing abnormally. I continued the approach with power to keep Vapp near 130 IAS. As I maneuvered the aircraft to land and began the flare I noted a lower than normal sight picture and before I could figure out what was wrong the Check Airman called 'Go-Around' and moved the power levers to full forward. I believe the gear horn sounded at the same time the 'Go-Around' command was issued. During the go around; the props contacted the runway. We asked for and received a clearance to return to land. Do not do abnormal procedure training at airfields that cannot accommodate abnormal approach requirements. If we really had a flap problem; we would not have accepted the shortened approach.
Last event for the Initial PIC check in the B200 King Air was a No Flap approach and landing. Entered a tight left base to land No Flap at 2;500 feet MSL; distracted with excess speed down final and reset of flaps. Got into the flare with no indications or warning from the gear horn or light. IP (instructor pilot) initiated go-around when sight picture went low from normal picture and gear horn went off at 100-110.Tower wants to work all aircraft smaller than a 737 into tight approaches; most pilots must use their full configuration; i.e. gear and full flaps; to get to a normal glidepath in order to land. No Flap approaches should be reserved for out base training when less stress is placed on high and fast recoveries.
BE200 Captain and Check Captain describe a near gear up landing after a no flap approach during a checkride. The Check Airman called for and advanced the thrust levers to go-around when the sight picture went low.