DURING DEMONSTRATION OF BAC167 ACFT TO POSSIBLE NEW OWNER; THE FLC NEGLECTS TO EXTEND LNDG GEAR. WHEN NOTICED; IT WAS TOO LATE TO SPOOL UP THE ENGS FOR A GAR.

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I WAS ENGAGED IN A DEMONSTRATION FLT TO A PROSPECTIVE NEW OWNER OF A BAC167 TURBOJET TRAINER; LICENSED IN THE EXPERIMENTAL EXHIBITION CATEGORY. THE PURPOSE OF THE FLT WAS FOR BASIC FAMILIARIZATION IN THE TYPE. A NUMBER OF TOUCH-AND-GO LNDGS WERE EXECUTED. ON THE FINAL APCH; THE PF WAS DISTR; DUE TO POTENTIAL CONFLICTING TFC ON LONG FINAL. AS A RESULT; AN UNUSUAL PATTERN WAS FLOWN. AS PIC; I DIRECTED THE PF TO PERFORM THE TASKS OF PWR MGMNT; SPOILER DEPLOYMENT; FLAPS AND LNDG GEAR EXTENSION; IN A MUCH MORE RAPID SEQUENCE THAN NORMAL. A CLOSE-IN; HIGH FINAL APCH WAS FLOWN WITH THE ENG UNSPOOLED; AT FLT IDLE. DURING THE FLARE; I RECOGNIZED A LOWER ATTITUDE THAN NORMAL AND LOOKED AT THE LNDG GEAR INDICATOR TO CONFIRM WHEEL POS. I INSTINCTIVELY KNEW THAT THE WHEELS WERE NOT DOWN BUT WASTED APPROX 2-3 SECONDS SEEKING CONFIRMATION FROM THE GEAR INDICATOR SYS. AS THE FLARE CONTINUED; ANTENNAE AND FLAPS BEGAN DRAGGING ON THE RWY FURTHER DECELERATING THE ACFT. A LATE ATTEMPT AT FULL PWR WAS MADE BUT THE ENG RESPONSE WAS NOT SUFFICIENT TO GAR. WHEN THE ACFT WAS IN FULL CONTACT WITH THE RWY; I; AS PIC; COMMENCED ENG AND SYS SHUTDOWN AND GUIDED THE AIRPLANE DOWN THE RWY CTRLINE USING THE RUDDER. THE ACFT WAS SUCCESSFULLY ABANDONED AND THERE WAS NO PERSONAL INJURY. FURTHER; THE DAMAGE TO THE AIRPLANE WAS MINIMAL. CONCLUSIONS: THE PROB AROSE BECAUSE THE NORMAL SEQUENCE OF EVENTS (OF A 'NORMAL' LNDG PATTERN) WAS INTERRUPTED. A CONTRIBUTING FACTOR WAS THAT THE PF WAS VERY UNFAMILIAR WITH THIS AIRPLANE. FURTHER CONTRIBUTING IS THAT THIS ACFT HAS NO AURAL/VISUAL LNDG GEAR WARNING SYS LINKED TO THROTTLE OR FLAPS. HUMAN PERFORMANCE CONSIDERATIONS: POOR PERCEPTION BY PIC OF THE PF'S ABILITY. POOR JUDGEMENT OF PIC IN NOT TERMINATING AN 'UNUSUAL' APCH.