PLT OF A PIPER CHEYENNE I PA31T (PA41) FAILED TO LOWER THE LNDG GEAR DURING LNDG CAUSING BOTH PROPS TO STRIKE THE GND DURING GAR.

Narrative

I WAS PIC ON A FLT FROM MEDICINE LODGE; KS; TO THE COLONEL JAMES JABARA ARPT IN WICHITA; KS; IN A CHEYENNE I. IN THE R SEAT WAS A COMMERCIAL PLT; MR X. I WAS ABOUT 3 MI SW OF THE ARPT; SO I ENTERED A R DOWNWIND FOR RWY 18 AT JABARA. I ANNOUNCED MY POS AND LOWERED FLAPS TO THE APCH POS OF 15 DEGS. AFTER THE ACFT SLOWED DOWN; I PUSHED DOWN THE LNDG GEAR HANDLE; AND BEGAN MY R TURN TO BASE; AND AGAIN ANNOUNCED MY POS ON THE CTAF FREQ. ON FINAL; I SLOWED THE ACFT TO APCH SPD. THE PLT IN THE R SEAT WAS TALKING TO ME AS WE TURNED FINAL; AND BEING DISTR; I DO NOT REMEMBER VERIFYING THAT I HAD A 3 GREEN INDICATION AS I NORMALLY DO. AS I APCHED RWY 18; I LOWERED THE FLAPS TO FULL AND ENTERED THE LNDG FLARE. AS THE AIRPLANE SANK TO THE GND IN THE FLARE; I REALIZED THAT WE WERE GETTING TOO LOW; AND THAT THE GEAR WASN'T LOCKED. THE LNDG GEAR WARNING HORN NEVER SOUNDED. I ADDED PWR TO GAR; BUT THE ACFT WAS SLOW; AND SANK TO THE GND ENOUGH TO CONTACT IT. I BEGAN TO CLB OUT; BUT ONLY ADDED PARTIAL PWR BECAUSE I WAS UNSURE OF WHETHER THE PROPS HAD CONTACTED THE GND. I RAISED THE FLAPS; AND ENTERED A R-HAND PATTERN FOR RWY 18. ON DOWNWIND I LOWERED THE GEAR; AND IT CAME DOWN NORMALLY. I THEN LANDED ON RWY 18. AFTER CLRING THE RWY AND SHUTTING DOWN THE ENGS; IT WAS THEN OBVIOUS THAT BOTH PROPS HAD CONTACTED THE GND. POSTFLT INSPECTION OF THE ACFT ALSO REVEALED THAT THE FLAPS HAD CONTACTED THE GND SLIGHTLY; AND THAT THE ADF ANTENNA; RELIEF TUBE DRAIN; AND PART OF A COM ANTENNA HAD ALSO BEEN DAMAGED. THERE WAS NO DAMAGE TO THE BELLY OF THE ACFT. POSTFLT DISCUSSION WITH MR X CONFIRMED THAT HE HAD NOT HEARD THE GEAR WARNING HORN. I BELIEVE THE CAUSE OF THIS INCIDENT WAS A CLASSIC CASE OF BEING DISTR (LISTENING TO THE OTHER PLT); AND BEING OVER CONFIDENT BECAUSE ANOTHER PLT WAS IN THE R SEAT. THIS LED TO A BREAKDOWN IN PROPER PROCS.