LTT COMMUTER DEALING WITH WINDSHEAR TOUCHES DOWN WITHOUT GEAR EXTENDED. GAR.

Narrative

FLT DEPARTED FROM TPA FOR RSW ON TIME WITH 1 PAX ON BOARD. CONDITIONS AT RSW WERE CLR; WINDY WITH GUSTS UP TO 34 KTS. WIND SHEAR WAS EVIDENT. DSCNT AND APCH CHKS WERE COMPLETED AS PER COMPANY PROCS. WHILE NEARING THE ATA; PWR WAS REDUCED TO 500 LBS OF TORQUE PER ENG. THE GEAR HORN WAS SILENCED AND FLAPS WERE SELECTED WHEN THE AIRSPD DECREASED BELOW 188 KTS. AT THIS TIME THE CREW DISCUSSED AND DECIDED TO LAND WITH 17 DEGS OF FLAPS AS OPPOSED TO 35 DEGS DUE TO THE GUSTING WINDS. 10 KTS WERE ADDED TO THE LNDG REF SPD TO COMPENSATE FOR THE WIND AND NOT HAVING 35 DES OF FLAPS. THE REF SPD WAS 125 KTS. ON FINAL OUR ATTN WAS FOCUSED ON THE WIND CONDITIONS. IN THE LNDG FLARE WE DISCOVERED THE GEAR WAS NOT DOWN AND LOCKED WHEN WE HEARD A SCRAPING NOISE. CAPT THEN TOOK CTL OF THE ACFT AND INITIATED A GAR; ENTERED R DOWNWIND AND LANDED ON THE SAME RWY (6). WE TAXIED TO THE GATE AND UNLOADED THE PAX. THE R PROP HAD THE TOP 5 INCHES ON ALL 3 BLADES SHAVED OFF AND THE BOTTOM OF THE FUSELAGE WAS SCRAPED TOWARD THE REAR OF THE PLANE. THE INCIDENT OCCURRED BECAUSE WE WERE FOCUSED ON THE WIND CONDITIONS. IF WE WOULD HAVE SELECTED 35 DEG FLAPS; WE WOULD HAVE HEARD THE GEAR HORN. THE TWR DID NOT RPT AN UNSAFE GEAR CONDITION ON FINAL. ALSO; SINCE FLAPS WERE NOT SELECTED FULL (35 DEGS); A FINAL GEAR CHK WAS NOT DONE. THERE IS SOME QUESTION IN THE CREWS' MIND ON WHETHER OR NOT THE GEAR AND FINAL ITEMS WERE CALLED FOR. SOLUTIONS: A MORE RESTRICTIVE GEAR WARNING SYS. FINAL GEAR CHK SHOULD BE DONE AT SOME TIME NOT AFFILIATED WITH THE SELECTION OF FLAPS FULL. TWR COULD ASK GEAR DOWN? AS MIL CTLRS DO WITH THEIR PLTS.