Narrative:

I was approaching ZZZ airport from the west for landing. I had been making radio calls over the CTAF from 15 miles west of the airport all the way into the downwind for runway 30. No other aircraft seemed to be in the vicinity or at least nobody made any radio calls that they were in that vicinity.when I moved the gear selector to the down position I heard the gear move but did not receive three green lights. I confirmed the lights with the light annunciator button and verified the lights were in working condition. I then cycled the gear back up and after a period of waiting put the selector back into the down position. At this time I began to smell a slight burning odor and noticed a small amount of smoke coming from under the pilot/co-pilot seat. I reached over to pull the gear motor circuit breaker; but realized it had already tripped. At this point I called approach to notify them of my situation and explained to them I just wanted to make contact with them in case I needed some help; but for the time being I would be performing a manual extension.I departed the airport pattern to the north-west and used the auto pilot in heading and altitude hold modes while I pulled out the poh and referred to the gear manual extension section. I explained to my passenger to help me scan for traffic while I was multi-tasking. Upon execution of the poh instructions I was unsuccessful in producing three green lights. I decided to call [a relative] via cell phone and have him drive to the airport so I could perform a low approach and he could attempt a visual look at the landing gear. Upon his arrival another very experienced commercial pilot who was at the field helped him to look at the landing gear while I flew the low approach. They were both confident all three gears were down and locked. I then decided to attempt and turn the manual extension handle more; but could still not get three green lights. With plenty of time I then did a second low approach to confirm again all three gears looked down and locked. They confirmed once again that the gear looked down and locked. I referred to the poh on a gear-up landing and had the plane configured and/or ready for a possible gear collapse upon landing. I made a normal approach to landing and was very careful to set the plane onto the runway softly. After touch down the airplane reacted normal and we were able to exit the runway without incident.all worked out well in this situation; but we were prepared for the worse.

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Original NASA ASRS Text

Title: BE58 Baron pilot reported a landing gear motor failure and manual extension.

Narrative: I was approaching ZZZ airport from the west for landing. I had been making radio calls over the CTAF from 15 miles west of the airport all the way into the downwind for runway 30. No other aircraft seemed to be in the vicinity or at least nobody made any radio calls that they were in that vicinity.When I moved the gear selector to the down position I heard the gear move but did not receive three green lights. I confirmed the lights with the light annunciator button and verified the lights were in working condition. I then cycled the gear back up and after a period of waiting put the selector back into the down position. At this time I began to smell a slight burning odor and noticed a small amount of smoke coming from under the pilot/co-pilot seat. I reached over to pull the gear motor circuit breaker; but realized it had already tripped. At this point I called Approach to notify them of my situation and explained to them I just wanted to make contact with them in case I needed some help; but for the time being I would be performing a manual extension.I departed the airport pattern to the north-west and used the auto pilot in heading and altitude hold modes while I pulled out the POH and referred to the gear manual extension section. I explained to my passenger to help me scan for traffic while I was multi-tasking. Upon execution of the POH instructions I was unsuccessful in producing three green lights. I decided to call [a relative] via cell phone and have him drive to the airport so I could perform a low approach and he could attempt a visual look at the landing gear. Upon his arrival another very experienced commercial pilot who was at the field helped him to look at the landing gear while I flew the low approach. They were both confident all three gears were down and locked. I then decided to attempt and turn the manual extension handle more; but could still not get three green lights. With plenty of time I then did a second low approach to confirm again all three gears looked down and locked. They confirmed once again that the gear looked down and locked. I referred to the POH on a gear-up landing and had the plane configured and/or ready for a possible gear collapse upon landing. I made a normal approach to landing and was very careful to set the plane onto the runway softly. After touch down the airplane reacted normal and we were able to exit the runway without incident.All worked out well in this situation; but we were prepared for the worse.

Data retrieved from NASA's ASRS site 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.