Narrative:

After takeoff I selected gear up and made a northbound departure. The gear motor unknowingly kept running which finally blew the circuit breaker. Upon reaching crg, jacksonville I was clear to enter the pattern. Entering on the downwind I selected gear down and added 1 notch of flaps. Turning base I realized I was still high so I went to full flaps to increase descent and reduce my speed. The gear did not extend due to the circuit breaker so descent was at a higher speed than normal. I really had to concentrate on getting the aircraft set up for a normal landing. I had the power at idle and full flaps selected. Both of these conditions should set off a gear warning horn if the gear is not extended. It was proven to be inoperative by myself, and the FAA. As I neared the ground I had finished my last check but I did not visually check the gear out the window. As I got to the point where I was about to touchdown I felt as if something just wasn't right so I initiated a go around. At the same time the aircraft touched the ground for a brief moment. After getting back into the air I went through the emergency checklist and found the popped circuit breaker. The gear then came down but I used the emergency pump as a backup just in case. During my go around I checked the gear warning horn and found it to be inoperative for both the throttle setting and flap setting. After I checked that I landed the aircraft at crg safely. Callback conversation with reporter revealed the following information: reporter states the belly scrapped and propeller hit on one blade. Thought had a green light. But reporter rather hesitant to comment as he has received a letter from FAA and lost his job.

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Original NASA ASRS Text

Title: CARGO FLT HAS GEAR MOTOR PROBLEM WHICH BLEW CIRCUIT BREAKER. APCH GEAR UP, GAR, AND EXTEND GEAR.

Narrative: AFTER TKOF I SELECTED GEAR UP AND MADE A NBOUND DEP. THE GEAR MOTOR UNKNOWINGLY KEPT RUNNING WHICH FINALLY BLEW THE CIRCUIT BREAKER. UPON REACHING CRG, JACKSONVILLE I WAS CLR TO ENTER THE PATTERN. ENTERING ON THE DOWNWIND I SELECTED GEAR DOWN AND ADDED 1 NOTCH OF FLAPS. TURNING BASE I REALIZED I WAS STILL HIGH SO I WENT TO FULL FLAPS TO INCREASE DSCNT AND REDUCE MY SPD. THE GEAR DID NOT EXTEND DUE TO THE CIRCUIT BREAKER SO DSCNT WAS AT A HIGHER SPD THAN NORMAL. I REALLY HAD TO CONCENTRATE ON GETTING THE ACFT SET UP FOR A NORMAL LNDG. I HAD THE PWR AT IDLE AND FULL FLAPS SELECTED. BOTH OF THESE CONDITIONS SHOULD SET OFF A GEAR WARNING HORN IF THE GEAR IS NOT EXTENDED. IT WAS PROVEN TO BE INOP BY MYSELF, AND THE FAA. AS I NEARED THE GND I HAD FINISHED MY LAST CHK BUT I DID NOT VISUALLY CHK THE GEAR OUT THE WINDOW. AS I GOT TO THE POINT WHERE I WAS ABOUT TO TOUCHDOWN I FELT AS IF SOMETHING JUST WASN'T RIGHT SO I INITIATED A GAR. AT THE SAME TIME THE ACFT TOUCHED THE GND FOR A BRIEF MOMENT. AFTER GETTING BACK INTO THE AIR I WENT THROUGH THE EMER CHKLIST AND FOUND THE POPPED CIRCUIT BREAKER. THE GEAR THEN CAME DOWN BUT I USED THE EMER PUMP AS A BACKUP JUST IN CASE. DURING MY GAR I CHKED THE GEAR WARNING HORN AND FOUND IT TO BE INOP FOR BOTH THE THROTTLE SETTING AND FLAP SETTING. AFTER I CHKED THAT I LANDED THE ACFT AT CRG SAFELY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATES THE BELLY SCRAPPED AND PROP HIT ON ONE BLADE. THOUGHT HAD A GREEN LIGHT. BUT RPTR RATHER HESITANT TO COMMENT AS HE HAS RECEIVED A LETTER FROM FAA AND LOST HIS JOB.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.