Date: 201403
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: Super King Air 200
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Distraction
Second reporter function: Pilot Not Flying; Check Pilot; Captain
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Detector: Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Became Reoriented; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Aircraft; Human Factors; Airport
Primary problem: Human Factors

Narrative: 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.


Second narrative: 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.


Synopsis: 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.