Narrative:

Cleared for a visual approach to stp runway 32 I was in right base leg when I selected gear down position in the small aircraft aircraft. I was flying. At that point I failed to receive any gear down lights. Told tower I'd make a right turn and go east to manually extend the gear. Stp tower asked if I wanted to stay on my IFR flight plan which I elected to cancel. I remained at 2000 ft MSL heading 090 degree trying to manually extend the gear. At this time the manual gear extension handle mechanism broke which left me with the ability to turn the crank but there was no extension of the gear. During this phase of flight while reviewing the emergency checklist procedures for failure of gear extension it's possible that I entered the msp TCA but I rather doubt it. Should a violation of airspace have occurred it's because in a single pilot operation the main objective in an emergency is to fly the airplane, work on the emergency and don't hit the ground. When I realized that I had a very serious problem, being there now was no way to get the gear extended, I elected to fly to eau because of fob maintenance expertise on small aircraft aircraft. At eau I circled the airport at 3000 ft MSL discussed my problem with fob maintenance on frequency 123.0 after an hour troubleshooting I elected to make a gear up landing on runway 32 eau. Crash rescue was called I briefed my 3 passengers, the landing was made with minimal damage to the aircraft. In all honesty I do not believe I violated any far's but in the situation I found myself being occupied with the gear problem and flying the airplane it's possible.

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Original NASA ASRS Text

Title: PLT OF SMA PVT ACFT MADE A GEAR-UP LNDG AT AN UNCTLED ARPT AFTER AN UNSUCCESSFUL ATTEMPT TO EITHER EXTEND THE LNDG GEAR NORMALLY OR MANUALLY.

Narrative: CLRED FOR A VISUAL APCH TO STP RWY 32 I WAS IN R BASE LEG WHEN I SELECTED GEAR DOWN POS IN THE SMA ACFT. I WAS FLYING. AT THAT POINT I FAILED TO RECEIVE ANY GEAR DOWN LIGHTS. TOLD TWR I'D MAKE A R TURN AND GO E TO MANUALLY EXTEND THE GEAR. STP TWR ASKED IF I WANTED TO STAY ON MY IFR FLT PLAN WHICH I ELECTED TO CANCEL. I REMAINED AT 2000 FT MSL HDG 090 DEG TRYING TO MANUALLY EXTEND THE GEAR. AT THIS TIME THE MANUAL GEAR EXTENSION HANDLE MECHANISM BROKE WHICH LEFT ME WITH THE ABILITY TO TURN THE CRANK BUT THERE WAS NO EXTENSION OF THE GEAR. DURING THIS PHASE OF FLT WHILE REVIEWING THE EMER CHKLIST PROCS FOR FAILURE OF GEAR EXTENSION IT'S POSSIBLE THAT I ENTERED THE MSP TCA BUT I RATHER DOUBT IT. SHOULD A VIOLATION OF AIRSPACE HAVE OCCURRED IT'S BECAUSE IN A SINGLE PLT OP THE MAIN OBJECTIVE IN AN EMER IS TO FLY THE AIRPLANE, WORK ON THE EMER AND DON'T HIT THE GND. WHEN I REALIZED THAT I HAD A VERY SERIOUS PROBLEM, BEING THERE NOW WAS NO WAY TO GET THE GEAR EXTENDED, I ELECTED TO FLY TO EAU BECAUSE OF FOB MAINT EXPERTISE ON SMA ACFT. AT EAU I CIRCLED THE ARPT AT 3000 FT MSL DISCUSSED MY PROBLEM WITH FOB MAINT ON FREQ 123.0 AFTER AN HR TROUBLESHOOTING I ELECTED TO MAKE A GEAR UP LNDG ON RWY 32 EAU. CRASH RESCUE WAS CALLED I BRIEFED MY 3 PAXS, THE LNDG WAS MADE WITH MINIMAL DAMAGE TO THE ACFT. IN ALL HONESTY I DO NOT BELIEVE I VIOLATED ANY FAR'S BUT IN THE SITUATION I FOUND MYSELF BEING OCCUPIED WITH THE GEAR PROBLEM AND FLYING THE AIRPLANE IT'S POSSIBLE.

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.