Narrative:

Last clearance by approach 'intercept the 27 localizer on a heading of 260 degree, you're following an medium large transport 1 O'clock, no factor, cleared for the visual 27, please keep your speed for the next 10 mi or so, due to a following medium large transport'. I was handed over to tower who cleared me to land, and as I crossed the OM, I realized my power gradually from 23 inches to 15 inches manifold pressure. When I reached 160 KTS I lowered the cowl flaps to help reduce the speed, and at 150 KTS I selected approach flaps (15 degree). At 140 KTS I selected gear down and confirmed green lights. Then as I approached the threshold at 120 KTS I selected full flaps (30 degree), turned on my taxi lights (on the nose gear) and prepared for landing by gradually reducing power back to idle. The landing was intended long because I always clear the runway to the left at charlie intersection and proceed to amr south. While in ground effect the stall warning horn sounded for a split second, and with a slightly nose high attitude the plane touched down, went straight down the runway and stopped on the centerline. As smoke and electrical fumes came from the instrument panel, I turned off alternators and master, and got out of the plane as quickly as possible. When looking at the plane laying on the ground, it didn't look like the landing gear had cycled at all. Both the main gear doors were cracked open but the nose gear door was closed. I know I was in a hurry and have a high speed approach, but I swear I confirmed gear down indication with green lights. I didn't count 3 green, but I'm positive I didn't see any red light. Thinking about it afterwards I know I hurried the final part of the approach, but it was all intended/meant to keep a high speed as long as possible without busting any speed restrictions on the airplane. I know now it is a whole lot better to take your time on final, make sure that all indications are right (as possible) and pay attention to the landing gear.

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Original NASA ASRS Text

Title: AIR TAXI MAKES GEAR UP LNDG.

Narrative: LAST CLRNC BY APCH 'INTERCEPT THE 27 LOC ON A HDG OF 260 DEG, YOU'RE FOLLOWING AN MLG 1 O'CLOCK, NO FACTOR, CLRED FOR THE VISUAL 27, PLEASE KEEP YOUR SPD FOR THE NEXT 10 MI OR SO, DUE TO A FOLLOWING MLG'. I WAS HANDED OVER TO TWR WHO CLRED ME TO LAND, AND AS I CROSSED THE OM, I REALIZED MY PWR GRADUALLY FROM 23 INCHES TO 15 INCHES MANIFOLD PRESSURE. WHEN I REACHED 160 KTS I LOWERED THE COWL FLAPS TO HELP REDUCE THE SPD, AND AT 150 KTS I SELECTED APCH FLAPS (15 DEG). AT 140 KTS I SELECTED GEAR DOWN AND CONFIRMED GREEN LIGHTS. THEN AS I APCHED THE THRESHOLD AT 120 KTS I SELECTED FULL FLAPS (30 DEG), TURNED ON MY TAXI LIGHTS (ON THE NOSE GEAR) AND PREPARED FOR LNDG BY GRADUALLY REDUCING PWR BACK TO IDLE. THE LNDG WAS INTENDED LONG BECAUSE I ALWAYS CLR THE RWY TO THE L AT CHARLIE INTXN AND PROCEED TO AMR S. WHILE IN GND EFFECT THE STALL WARNING HORN SOUNDED FOR A SPLIT SECOND, AND WITH A SLIGHTLY NOSE HIGH ATTITUDE THE PLANE TOUCHED DOWN, WENT STRAIGHT DOWN THE RWY AND STOPPED ON THE CENTERLINE. AS SMOKE AND ELECTRICAL FUMES CAME FROM THE INST PANEL, I TURNED OFF ALTERNATORS AND MASTER, AND GOT OUT OF THE PLANE AS QUICKLY AS POSSIBLE. WHEN LOOKING AT THE PLANE LAYING ON THE GND, IT DIDN'T LOOK LIKE THE LNDG GEAR HAD CYCLED AT ALL. BOTH THE MAIN GEAR DOORS WERE CRACKED OPEN BUT THE NOSE GEAR DOOR WAS CLOSED. I KNOW I WAS IN A HURRY AND HAVE A HIGH SPD APCH, BUT I SWEAR I CONFIRMED GEAR DOWN INDICATION WITH GREEN LIGHTS. I DIDN'T COUNT 3 GREEN, BUT I'M POSITIVE I DIDN'T SEE ANY RED LIGHT. THINKING ABOUT IT AFTERWARDS I KNOW I HURRIED THE FINAL PART OF THE APCH, BUT IT WAS ALL INTENDED/MEANT TO KEEP A HIGH SPD AS LONG AS POSSIBLE WITHOUT BUSTING ANY SPD RESTRICTIONS ON THE AIRPLANE. I KNOW NOW IT IS A WHOLE LOT BETTER TO TAKE YOUR TIME ON FINAL, MAKE SURE THAT ALL INDICATIONS ARE RIGHT (AS POSSIBLE) AND PAY ATTN TO THE LNDG GEAR.

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.