Narrative:

Upon extending the landing gear for a landing at palm beach international airport, I noticed that there was no left main gear down and locked indication. After checking the bulb, and finding that it still worked, I reduced power to confirm my suspicions, when the gear warning horn sounded I realized immediately that the left main gear was not down and locked. I notified the tower that I was going around and that I would fly 10 mi to the southeast of palm beach and work at trying to get the left main gear down and locked. After unsuccessfully trying for about 1 hour to lower the left main gear, the decision was made under the circumstances to do a wheels up landing on runway 31 at palm beach international. After notifying the tower and crash rescue of my intentions I proceeded inbound for runway 31. On a 3 mi final I shut down and feathered the left engine, using the starter to bump the propeller to a horizontal position. On approximately a 1/2 mi final, I shut down and feathered the right engine. The right propeller fortunately stopped in the horizontal position. I then shut off the fuel valves to both engines, the magnetos and the master switch. We had planned a touchdown point beyond runway 9L intersection so as not to totally close the airport. The aircraft touched down approximately 500 ft beyond runway 9L intersection and came to rest about 500 ft from the end of runway 31. Immediately after the aircraft stopped I exited the aircraft through the main cabin door. In retrospect, I feel personally that my perception of the situation was very clear, and that the actions taken were positive and decisive. Although there are a lot of factors that affect the human performance such as fear and panic, if we maintain our composure we can ultimately deal with the situation or crisis in a positive way.

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Original NASA ASRS Text

Title: EMER LNDG. UNABLE TO GET THE L MAIN GEAR EXTENDED, PLT MADE EMER LNDG WITH BOTH ENGS SHUTDOWN.

Narrative: UPON EXTENDING THE LNDG GEAR FOR A LNDG AT PALM BEACH INTL ARPT, I NOTICED THAT THERE WAS NO L MAIN GEAR DOWN AND LOCKED INDICATION. AFTER CHKING THE BULB, AND FINDING THAT IT STILL WORKED, I REDUCED PWR TO CONFIRM MY SUSPICIONS, WHEN THE GEAR WARNING HORN SOUNDED I REALIZED IMMEDIATELY THAT THE L MAIN GEAR WAS NOT DOWN AND LOCKED. I NOTIFIED THE TWR THAT I WAS GOING AROUND AND THAT I WOULD FLY 10 MI TO THE SE OF PALM BEACH AND WORK AT TRYING TO GET THE L MAIN GEAR DOWN AND LOCKED. AFTER UNSUCCESSFULLY TRYING FOR ABOUT 1 HR TO LOWER THE L MAIN GEAR, THE DECISION WAS MADE UNDER THE CIRCUMSTANCES TO DO A WHEELS UP LNDG ON RWY 31 AT PALM BEACH INTL. AFTER NOTIFYING THE TWR AND CRASH RESCUE OF MY INTENTIONS I PROCEEDED INBOUND FOR RWY 31. ON A 3 MI FINAL I SHUT DOWN AND FEATHERED THE L ENG, USING THE STARTER TO BUMP THE PROP TO A HORIZ POS. ON APPROX A 1/2 MI FINAL, I SHUT DOWN AND FEATHERED THE R ENG. THE R PROP FORTUNATELY STOPPED IN THE HORIZ POS. I THEN SHUT OFF THE FUEL VALVES TO BOTH ENGS, THE MAGNETOS AND THE MASTER SWITCH. WE HAD PLANNED A TOUCHDOWN POINT BEYOND RWY 9L INTXN SO AS NOT TO TOTALLY CLOSE THE ARPT. THE ACFT TOUCHED DOWN APPROX 500 FT BEYOND RWY 9L INTXN AND CAME TO REST ABOUT 500 FT FROM THE END OF RWY 31. IMMEDIATELY AFTER THE ACFT STOPPED I EXITED THE ACFT THROUGH THE MAIN CABIN DOOR. IN RETROSPECT, I FEEL PERSONALLY THAT MY PERCEPTION OF THE SIT WAS VERY CLR, AND THAT THE ACTIONS TAKEN WERE POSITIVE AND DECISIVE. ALTHOUGH THERE ARE A LOT OF FACTORS THAT AFFECT THE HUMAN PERFORMANCE SUCH AS FEAR AND PANIC, IF WE MAINTAIN OUR COMPOSURE WE CAN ULTIMATELY DEAL WITH THE SIT OR CRISIS IN A POSITIVE WAY.

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.