Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument; Flight Crew Rotorcraft; Flight Crew Multiengine
Flight Crew Last 90 Days 14; Flight Crew Type 44
Distraction
Ground Event / Encounter Gear Up Landing; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Aircraft Aircraft Damaged; General Maintenance Action
Aircraft; Human Factors
I was performing local pattern work with one passenger on board. Controller advised on takeoff that I was authorized 'right closed traffic'. First takeoff was uneventful; first landing was made without flaps due to moderate to strong crosswind on the landing runway. Second takeoff and landing were made normally; again using no flaps due to moderate to strong gusty crosswinds (I noted the winds at the time; but do not recall what they were today and did not write them down during taxi or flight). Third takeoff was normal; retracted landing gear and climbed to pattern altitude I was working on crosswind work throughout the pattern; accommodating from winds out of North and trying to maintain ground track and landing checkpoints. During 3rd landing approach; winds got me off centerline and I began to talk to my passenger about crosswind correction and the need to have a stabilized approach all the way to touchdown. Since this third approach was not entirely stabilized; I elected to take a 'Go Around' and began to climb. I continued to concentrate on wind correction and ground track and continued around the pattern with intention of completing full stop landing. Focus was on ground track and not on procedures and checklists. On downwind I failed to complete my landing checklist and verify gear handle and lights in 'down and locked' position. I continued my forth approach; though it did not feel right (this was the approach that I should have waved off). Concentrating on my 'checkpoints' (drilled into me years ago) I was wrestling with the plane intent on making my ground checkpoints and altitude checkpoints in spite of the gusty conditions. I did the preflight planning and knew the runway and pattern details; but these were my first landings at this airport. I was intent on making a nice 'stabilized' approach; but on short final with the power back I thought I heard the stall warning; which I attributed to wind gust and slightly slow approach speed (Could it have been the Gear Warning?). I touched down on centerline about 1200 feet down the 10500 foot long runway. Nice approach; but NO LANDING GEAR! Rookie mistake by experienced (but apparently not a very proficient or focused) pilot. Chain of events: I had a long layoff from flying due to numerous job related [and personal events]. At end of last year I made the commitment to get my airplane back in annual and to get me flying again regularly. I worked with a very competent A&P mechanic and another IA to ensure that all the required maintenance was completed. After a very thorough and expensive annual the airplane with new Carb; Mags; Plugs; Wires; Control Cables; bearings; tires; brakes and just about every other potentially worn part replaced; we had an airworthy airplane. Was the pilot as airworthy? I thought I was. I completed hours of ground study and review of my POH; Weight and Balance; Flight Planning Info; purchased new charts also completed an online Flight Instructor Refresher Course arranged for a Flight Review before my first flight in the airplane in years.  I had planned a cross country flight to ZZZ; about 12 hours by our planned route. Destination was my home base and the airplane's new home. I was flying with my mechanic also a competent complex single qualified pilot; but no M20 time. He did know the landing gear well as he had completed all the gear checks with the IA. Our plan was to complete several landings during our cross country flight back to ZZZ even included planned delays at enroute airports for touch and go landings. Contributing Factors1. While well planned; the whole scenario was not well executed. What happened? Airplane was ready but I had difficulty coordinating my Flight Review with local CFI (we had never met or flown before he was recommended by a friend). But we did get together and instead of the well planned and scripted Review that I had intended to create with him. We fell back into the casual mode. More chatting thenagreeing on our flight scenario and determining what I needed after my long layoff from flying. 2. I had planned to show my CFI a Mooney M20 operation video (FBO had internet access); as a way to refresh both of us of the specific procedures for raising and lowering the gear. My CFI advised me that 'he'd just seen that video' so we could forgo it. Wish I hadn't; might have put me in a different mindset while operating the airplane over the next 4 flights. 3. Instructor Experience. A young enthusiastic and apparently competent instructor. He deferred to my judgment (and my age?) on what we should do. I should have stuck to my idea of what I really needed to do 2 hours or more of focusing on basics that would make me safe after a long layoff. I am a 5000 hour plus former Naval Aviator (fixed wing and helicopter). Maybe he thought I could fly anything well and this was just a formality? 4. I did not ask enough questions about the Instructors experience. I asked if he was qualified and insurable in my airplane (20 hours Mooney time required). I did not ask about his review/teaching experience with the 'Johnson Bar' procedures. Turns out most of his time was in Mooney J Model Electrical Gear not Johnson Bar. I neglected to ask about his specific Mooney experience (and how to get the most out of our flight review).5. We completed about an hour of Ground Review. It was technically not required since I had just completed my Flight Instructor Renewal Course but I thought it would be good for both of us. It would have been better if I had provided some written objectives for ground and flight instruction. 6. My CFI and I did get the flight completed and although I was a bit rusty on first two landings and my initial ground reference maneuvers. Stalls; high work; VOR tracking and other maneuvers were all strong. We landed with just 3 landings (full stops) and 1.2 hour total. I had planned some more flight time that day with a local Mooney qualified pilot (not an instructor but well versed in the Mooney). Due to changing commitments that pilot could not make our flight. After that planned flight (which we canceled) I had planned to depart on first leg (3 hours) of my trip to Airplane's new home. Flying with my Complex Single (but not Mooney) pilot friend he was also the mechanic that had performed most of the maintenance related to Annual 'Squawks' and he participated in Gear Checks during annual with the IA. 7. I had planned a simple VFR Cross Country 2 days three stops 12 hours; and had planned to get the first 3 hour leg in after completing my Flight Review and a local flight with my Mooney friend (take advantage of his Mooney knowledge again due to schedule conflicts that flight did not happen. 8. Changing weather picture and Sigmet for winds during our 4 leg cross country caused us to abandon our plans for multiple Touch and Go Landings during our cross country. When I arrived 2 days later at the incident airport I had about 14 new Mooney Hours (bring my total to only about 44) but only about 8 landings in past year!9. Overconfidence: I felt good flying with another pilot and when we got there my copilot/mechanic's son was there so I offered him a ride in the airplane (repayment for some work and washing of the Airplane he had accomplished while working with his dad on my plane).On the final landing (the one without the gear); I was focused on talking about ground track and wind correction to my passenger rather than focused on flying the airplane and completing/verifying the checklists and gear rechecks on final. My 4th approach that day was only too memorable landing with the gear retracted. But I hope others can learn from it. 10. None of the airfoils or aircraft structure seems to be significantly affected but that prop is done and the engine will require at least a tear down inspection. Regardless; I have learned a lot from this incident and hope other can as well.
M20 pilot reported a gear up landing due to distractions caused by gusty winds and lack of recent experience.