Narrative:

Preflight was normal, takeoff was normal. Raised gear, it went up but slowly, however, it did not lock up, so I tried to lower gear again and gear would not lower. Called tower and requested to fly over the beach to sort issue out. Spent the next 45 mins attempting to lower gear by either normal operation or prescribed backup system (the hand pump). Followed all prescribed procedures and after it became evident that the gear was not going to come down, I asked the tower for the FBO frequency and had the FBO get my ap/ia mechanic on the radio to attempt to try anything else he could prescribe. He suggested hard vertical motions at a reduced airspeed. That did not help, and after there were no options left, I discussed with center and declared the emergency. I then talked to pie tower, did a tower fly-by to ascertain gear status. They informed me that the mains were out of the wells but not down (still folded back) but that the nose gear appeared to be down. They could not confirm it down and locked, but they said it did appear down. Discussed with ia on radio the best options for minimizing damage to aircraft. Had my passenger put away the tie-downs and miscellaneous stuff in the baggage compartment into the flight bag to minimize loose objects. We then retightened our shoulder harnesses and prepared for a gear up landing. I flew a fairly normal pattern, came in low and slow (flaps also would not come down, therefore, did not go too slow) and after crossing threshold, secured fuel selector to cut-off engine power and flew the plane a few ft above runway centerline, continuing to maintain a couple ft above and pulling back constantly until impacting onto the pavement. I then cut the aircraft power master switch. The aircraft came to an abrupt halt. We immediately exited the aircraft and cleared away behind the approaching fire truck. Once it was determined to be safe, the firemen gave me my keys from the plane and we removed the headsets and flight bag. I then assisted the firemen in where the battery was. I pulled the main fuse for them at their suggestion and they removed the battery after that. Other than the stress of the moment, neither the pilot nor passenger were hurt in any way. The airport auths took all relevant information and put me on the phone with FSDO. I then came home and after hugging my wife and daughter, placed my thought on paper.

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Original NASA ASRS Text

Title: C210 PLT HAS GEAR MALFUNCTION AND MAKES GEAR UP LNDG AT PIE.

Narrative: PREFLT WAS NORMAL, TKOF WAS NORMAL. RAISED GEAR, IT WENT UP BUT SLOWLY, HOWEVER, IT DID NOT LOCK UP, SO I TRIED TO LOWER GEAR AGAIN AND GEAR WOULD NOT LOWER. CALLED TWR AND REQUESTED TO FLY OVER THE BEACH TO SORT ISSUE OUT. SPENT THE NEXT 45 MINS ATTEMPTING TO LOWER GEAR BY EITHER NORMAL OP OR PRESCRIBED BACKUP SYS (THE HAND PUMP). FOLLOWED ALL PRESCRIBED PROCS AND AFTER IT BECAME EVIDENT THAT THE GEAR WAS NOT GOING TO COME DOWN, I ASKED THE TWR FOR THE FBO FREQ AND HAD THE FBO GET MY AP/IA MECH ON THE RADIO TO ATTEMPT TO TRY ANYTHING ELSE HE COULD PRESCRIBE. HE SUGGESTED HARD VERT MOTIONS AT A REDUCED AIRSPD. THAT DID NOT HELP, AND AFTER THERE WERE NO OPTIONS LEFT, I DISCUSSED WITH CTR AND DECLARED THE EMER. I THEN TALKED TO PIE TWR, DID A TWR FLY-BY TO ASCERTAIN GEAR STATUS. THEY INFORMED ME THAT THE MAINS WERE OUT OF THE WELLS BUT NOT DOWN (STILL FOLDED BACK) BUT THAT THE NOSE GEAR APPEARED TO BE DOWN. THEY COULD NOT CONFIRM IT DOWN AND LOCKED, BUT THEY SAID IT DID APPEAR DOWN. DISCUSSED WITH IA ON RADIO THE BEST OPTIONS FOR MINIMIZING DAMAGE TO ACFT. HAD MY PAX PUT AWAY THE TIE-DOWNS AND MISC STUFF IN THE BAGGAGE COMPARTMENT INTO THE FLT BAG TO MINIMIZE LOOSE OBJECTS. WE THEN RETIGHTENED OUR SHOULDER HARNESSES AND PREPARED FOR A GEAR UP LNDG. I FLEW A FAIRLY NORMAL PATTERN, CAME IN LOW AND SLOW (FLAPS ALSO WOULD NOT COME DOWN, THEREFORE, DID NOT GO TOO SLOW) AND AFTER XING THRESHOLD, SECURED FUEL SELECTOR TO CUT-OFF ENG PWR AND FLEW THE PLANE A FEW FT ABOVE RWY CTRLINE, CONTINUING TO MAINTAIN A COUPLE FT ABOVE AND PULLING BACK CONSTANTLY UNTIL IMPACTING ONTO THE PAVEMENT. I THEN CUT THE ACFT PWR MASTER SWITCH. THE ACFT CAME TO AN ABRUPT HALT. WE IMMEDIATELY EXITED THE ACFT AND CLRED AWAY BEHIND THE APCHING FIRE TRUCK. ONCE IT WAS DETERMINED TO BE SAFE, THE FIREMEN GAVE ME MY KEYS FROM THE PLANE AND WE REMOVED THE HEADSETS AND FLT BAG. I THEN ASSISTED THE FIREMEN IN WHERE THE BATTERY WAS. I PULLED THE MAIN FUSE FOR THEM AT THEIR SUGGESTION AND THEY REMOVED THE BATTERY AFTER THAT. OTHER THAN THE STRESS OF THE MOMENT, NEITHER THE PLT NOR PAX WERE HURT IN ANY WAY. THE ARPT AUTHS TOOK ALL RELEVANT INFO AND PUT ME ON THE PHONE WITH FSDO. I THEN CAME HOME AND AFTER HUGGING MY WIFE AND DAUGHTER, PLACED MY THOUGHT ON PAPER.

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.