Narrative:

I arrived at ixd, ks, to inspect the aircraft to be demonstrated for possible purchase by my company, of which I am the chief pilot. After the proper preflight inspection of the 1979 C340, I started engines and performed the taxi and before takeoff checks. One such check that I perform is to extend the flaps to the full position and then back up to 10 degrees for takeoff. Upon selecting what appeared to be 10 degrees, I was ready for takeoff. After receiving clearance, I departed and with suitable airspeed and altitude I retracted the gear which initiated a horn to let me know the flaps were just beyond 10 degrees. I retracted the flaps and the horn silenced. I then proceeded to turn direct towards mkc. The WX at both ixd and mkc was VMC, which allowed my flight to be VFR. Approximately 15 mi southwest, I called to announce my arrival to the tower. The tower was very busy with several other aircraft, so my announcement was not acknowledged. I waited until about 11 mi southwest and announced again. The tower requested that I identify, which I did. Waiting for further instructions, I began to slow the aircraft to give better timing sequence. At approximately 6 mi southwest, I called and gave my position. I was then told to enter the final for runway 1, which I entered a wide left base to enter the final. Upon slowing to flaps 10 degrees speed, I extended flaps to 10 degrees. With flaps at 10 degrees and proper gear extension speed, I extended the landing gear. By moving the gear handle to the down position, I immediately noticed the red gear unlock light and felt the initial drag of the gear doors opening, at the same time hearing the gear motor running. The motor seemed to run the normal 8-10 seconds and I then observed the 3 green lights illuminated and the red gear unlock light had extinguished, indicating the gear was down and locked. Now, being on about a 3 mi final and slightly high, I reduced power to idle and extended the rest of the flaps in sequence and completed the before landing checklist, hearing no horns or bells. One added check I do is to check circuit breakers, which I found none to be popped. Now, at the proper glide path, I added power to maintain the glide path. With a cessna citation slowing and s-turning in front of me, I reduced power to slow for landing sequence. Again, checking the gear lights on a 1 mi final, I observed 3 green lights. Tower then called to verify my position on final and give me clearance to land. With my landing clearance I made my final gear check and observed 3 green lights. Crossing the threshold with a normal glide path I began my roundout, with the power at idle I began to flare. Hearing no horns or abnormal bells, everything seemed fine until tower announced 'no gear, no gear, go around!' instantaneously, I tried to advance the power levers, but it was too late. The propellers struck the runway and the aircraft skidded to a stop. I brought the power levers back to idle and pulled the mixtures to cut-off. With the engines and aircraft stopped I noticed the gear unlock light had illuminated, the gear motor circuit breaker had popped, and the 3 green lights had extinguished. I immediately shut the alternators, magnetos, and battery switches off and exited the aircraft. Once outside the aircraft I walked around the aircraft noticing the main gear doors were open slightly and the nose gear door was completely open with the nose gear partially extended. The aircraft was resting on the propellers and the janitrol heater scoop on the belly. I know of nothing else to record except to suggest that the military policy of both the tower and the pilot stating gear down with the landing clearance may be a safety benefit for the civil aviation to enforce.

Google
 

Original NASA ASRS Text

Title: C340 MAKES A GEAR UP LNDG AT MKC.

Narrative: I ARRIVED AT IXD, KS, TO INSPECT THE ACFT TO BE DEMONSTRATED FOR POSSIBLE PURCHASE BY MY COMPANY, OF WHICH I AM THE CHIEF PLT. AFTER THE PROPER PREFLT INSPECTION OF THE 1979 C340, I STARTED ENGS AND PERFORMED THE TAXI AND BEFORE TKOF CHKS. ONE SUCH CHK THAT I PERFORM IS TO EXTEND THE FLAPS TO THE FULL POS AND THEN BACK UP TO 10 DEGS FOR TKOF. UPON SELECTING WHAT APPEARED TO BE 10 DEGS, I WAS READY FOR TKOF. AFTER RECEIVING CLRNC, I DEPARTED AND WITH SUITABLE AIRSPD AND ALT I RETRACTED THE GEAR WHICH INITIATED A HORN TO LET ME KNOW THE FLAPS WERE JUST BEYOND 10 DEGS. I RETRACTED THE FLAPS AND THE HORN SILENCED. I THEN PROCEEDED TO TURN DIRECT TOWARDS MKC. THE WX AT BOTH IXD AND MKC WAS VMC, WHICH ALLOWED MY FLT TO BE VFR. APPROX 15 MI SW, I CALLED TO ANNOUNCE MY ARR TO THE TWR. THE TWR WAS VERY BUSY WITH SEVERAL OTHER ACFT, SO MY ANNOUNCEMENT WAS NOT ACKNOWLEDGED. I WAITED UNTIL ABOUT 11 MI SW AND ANNOUNCED AGAIN. THE TWR REQUESTED THAT I IDENT, WHICH I DID. WAITING FOR FURTHER INSTRUCTIONS, I BEGAN TO SLOW THE ACFT TO GIVE BETTER TIMING SEQUENCE. AT APPROX 6 MI SW, I CALLED AND GAVE MY POS. I WAS THEN TOLD TO ENTER THE FINAL FOR RWY 1, WHICH I ENTERED A WIDE L BASE TO ENTER THE FINAL. UPON SLOWING TO FLAPS 10 DEGS SPD, I EXTENDED FLAPS TO 10 DEGS. WITH FLAPS AT 10 DEGS AND PROPER GEAR EXTENSION SPD, I EXTENDED THE LNDG GEAR. BY MOVING THE GEAR HANDLE TO THE DOWN POS, I IMMEDIATELY NOTICED THE RED GEAR UNLOCK LIGHT AND FELT THE INITIAL DRAG OF THE GEAR DOORS OPENING, AT THE SAME TIME HEARING THE GEAR MOTOR RUNNING. THE MOTOR SEEMED TO RUN THE NORMAL 8-10 SECONDS AND I THEN OBSERVED THE 3 GREEN LIGHTS ILLUMINATED AND THE RED GEAR UNLOCK LIGHT HAD EXTINGUISHED, INDICATING THE GEAR WAS DOWN AND LOCKED. NOW, BEING ON ABOUT A 3 MI FINAL AND SLIGHTLY HIGH, I REDUCED PWR TO IDLE AND EXTENDED THE REST OF THE FLAPS IN SEQUENCE AND COMPLETED THE BEFORE LNDG CHKLIST, HEARING NO HORNS OR BELLS. ONE ADDED CHK I DO IS TO CHK CIRCUIT BREAKERS, WHICH I FOUND NONE TO BE POPPED. NOW, AT THE PROPER GLIDE PATH, I ADDED PWR TO MAINTAIN THE GLIDE PATH. WITH A CESSNA CITATION SLOWING AND S-TURNING IN FRONT OF ME, I REDUCED PWR TO SLOW FOR LNDG SEQUENCE. AGAIN, CHKING THE GEAR LIGHTS ON A 1 MI FINAL, I OBSERVED 3 GREEN LIGHTS. TWR THEN CALLED TO VERIFY MY POS ON FINAL AND GIVE ME CLRNC TO LAND. WITH MY LNDG CLRNC I MADE MY FINAL GEAR CHK AND OBSERVED 3 GREEN LIGHTS. XING THE THRESHOLD WITH A NORMAL GLIDE PATH I BEGAN MY ROUNDOUT, WITH THE PWR AT IDLE I BEGAN TO FLARE. HEARING NO HORNS OR ABNORMAL BELLS, EVERYTHING SEEMED FINE UNTIL TWR ANNOUNCED 'NO GEAR, NO GEAR, GO AROUND!' INSTANTANEOUSLY, I TRIED TO ADVANCE THE PWR LEVERS, BUT IT WAS TOO LATE. THE PROPS STRUCK THE RWY AND THE ACFT SKIDDED TO A STOP. I BROUGHT THE PWR LEVERS BACK TO IDLE AND PULLED THE MIXTURES TO CUT-OFF. WITH THE ENGS AND ACFT STOPPED I NOTICED THE GEAR UNLOCK LIGHT HAD ILLUMINATED, THE GEAR MOTOR CIRCUIT BREAKER HAD POPPED, AND THE 3 GREEN LIGHTS HAD EXTINGUISHED. I IMMEDIATELY SHUT THE ALTERNATORS, MAGNETOS, AND BATTERY SWITCHES OFF AND EXITED THE ACFT. ONCE OUTSIDE THE ACFT I WALKED AROUND THE ACFT NOTICING THE MAIN GEAR DOORS WERE OPEN SLIGHTLY AND THE NOSE GEAR DOOR WAS COMPLETELY OPEN WITH THE NOSE GEAR PARTIALLY EXTENDED. THE ACFT WAS RESTING ON THE PROPS AND THE JANITROL HEATER SCOOP ON THE BELLY. I KNOW OF NOTHING ELSE TO RECORD EXCEPT TO SUGGEST THAT THE MIL POLICY OF BOTH THE TWR AND THE PLT STATING GEAR DOWN WITH THE LNDG CLRNC MAY BE A SAFETY BENEFIT FOR THE CIVIL AVIATION TO ENFORCE.

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.