Narrative:

During the visual approach phase of our VFR arrival at jyo, va, everything appeared normal. On downwind leg, I extended the landing gear at approximately 130 KTS. The resulting rapid decrease in speed and accompanying sounds of wind rushing into the wheel wells were the normal and usual indications of a normal gear extension. I immediately extended the flaps as we were now slowed to less than 100 KTS. On final all was normal as we descended at 80-85 KTS on the glide path provided by the VASI. We arrived at the approach end of the runway and when over the end of the runway reduced power to idle RPM and began a landing flare. It was from this landing attitude that the bottom of the aircraft fuselage settled onto the runway with no apparent support from the landing gear. We slid approximately 574 ft and came to rest on the runway centerline. We immediately evacuate/evacuationed the aircraft and after determining that there were no injuries or fire I inspected the aircraft and found that the gear handle was in the down position. Further inspection revealed that the gear doors were open and both the right and left main gear were partially extended and visible (including the tires) under each of the wings. The nose gear was not visible as the aircraft was directly resting on that area of the fuselage. Later, as the aircraft was hoisted off the runway all 3 wheels were extended but apparently not locked. The emergency gear extension system was then employed and the wheels were forced into a locked position and the aircraft was subsequently towed off the runway. At no point was the landing gear warning horn sounding (I know the horn was operative about 2 weeks prior when, during recurrency training with a flight instructor, the gear warning horn sounded loud and clear as maneuvers were practiced at a safe altitude).

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Original NASA ASRS Text

Title: A GA LIGHT ACFT LANDS WITH THE GEAR UNLOCKED WHICH COLLAPSES UPON TOUCHDOWN AT JYO, VA.

Narrative: DURING THE VISUAL APCH PHASE OF OUR VFR ARR AT JYO, VA, EVERYTHING APPEARED NORMAL. ON DOWNWIND LEG, I EXTENDED THE LNDG GEAR AT APPROX 130 KTS. THE RESULTING RAPID DECREASE IN SPD AND ACCOMPANYING SOUNDS OF WIND RUSHING INTO THE WHEEL WELLS WERE THE NORMAL AND USUAL INDICATIONS OF A NORMAL GEAR EXTENSION. I IMMEDIATELY EXTENDED THE FLAPS AS WE WERE NOW SLOWED TO LESS THAN 100 KTS. ON FINAL ALL WAS NORMAL AS WE DSNDED AT 80-85 KTS ON THE GLIDE PATH PROVIDED BY THE VASI. WE ARRIVED AT THE APCH END OF THE RWY AND WHEN OVER THE END OF THE RWY REDUCED PWR TO IDLE RPM AND BEGAN A LNDG FLARE. IT WAS FROM THIS LNDG ATTITUDE THAT THE BOTTOM OF THE ACFT FUSELAGE SETTLED ONTO THE RWY WITH NO APPARENT SUPPORT FROM THE LNDG GEAR. WE SLID APPROX 574 FT AND CAME TO REST ON THE RWY CTRLINE. WE IMMEDIATELY EVACED THE ACFT AND AFTER DETERMINING THAT THERE WERE NO INJURIES OR FIRE I INSPECTED THE ACFT AND FOUND THAT THE GEAR HANDLE WAS IN THE DOWN POS. FURTHER INSPECTION REVEALED THAT THE GEAR DOORS WERE OPEN AND BOTH THE R AND L MAIN GEAR WERE PARTIALLY EXTENDED AND VISIBLE (INCLUDING THE TIRES) UNDER EACH OF THE WINGS. THE NOSE GEAR WAS NOT VISIBLE AS THE ACFT WAS DIRECTLY RESTING ON THAT AREA OF THE FUSELAGE. LATER, AS THE ACFT WAS HOISTED OFF THE RWY ALL 3 WHEELS WERE EXTENDED BUT APPARENTLY NOT LOCKED. THE EMER GEAR EXTENSION SYS WAS THEN EMPLOYED AND THE WHEELS WERE FORCED INTO A LOCKED POS AND THE ACFT WAS SUBSEQUENTLY TOWED OFF THE RWY. AT NO POINT WAS THE LNDG GEAR WARNING HORN SOUNDING (I KNOW THE HORN WAS OPERATIVE ABOUT 2 WKS PRIOR WHEN, DURING RECURRENCY TRAINING WITH A FLT INSTRUCTOR, THE GEAR WARNING HORN SOUNDED LOUD AND CLR AS MANEUVERS WERE PRACTICED AT A SAFE ALT).

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.