Narrative:

Small aircraft had very recently come out of extensive annual, but had a problem with landing gear hydraulic pump breaker popping. Reported to FBO and we decided to maintain close watch to determine if it was recurring as I had only flown it once since annual. This was the second flight therefore, and breaker popped after takeoff. Was reset prior to first landing, popped again after second takeoff after cross country flight, reset again for second landing in cross country flight. On third and final landing at home base in smo, checklist was used for cruise descent, approach and downwind legs. Gear was not extended abeam tower as we were #4 in line, and would have to fly an extended northern downwind. After turning base and final, we were still on 2 mi final and I went through checklist again, as normal, extended gear down handle but did not physically check 'gear down' position either by reference to light indicators, or glancing out of pilot's window! The breaker had meanwhile popped again and, while the gear doors had opened, the gear remained stowed. It was discovered when the propeller tips contacted the runway, and the aircraft settled down in a belly landing, gear up. About 5 seconds prior to this, the tower advised us to go around but it was not soon enough. Breaker popping as described above, but this should have added awareness to possible landing gear problems. Therefore even though the checklist had been utilized correctly throughout the descent, approach, and final legs, the one main fact of visually confirming 'gear down and locked' had not been made.

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Original NASA ASRS Text

Title: ACFT LANDED GEAR UP.

Narrative: SMA HAD VERY RECENTLY COME OUT OF EXTENSIVE ANNUAL, BUT HAD A PROBLEM WITH LNDG GEAR HYD PUMP BREAKER POPPING. RPTED TO FBO AND WE DECIDED TO MAINTAIN CLOSE WATCH TO DETERMINE IF IT WAS RECURRING AS I HAD ONLY FLOWN IT ONCE SINCE ANNUAL. THIS WAS THE SECOND FLT THEREFORE, AND BREAKER POPPED AFTER TKOF. WAS RESET PRIOR TO FIRST LNDG, POPPED AGAIN AFTER SECOND TKOF AFTER XCOUNTRY FLT, RESET AGAIN FOR SECOND LNDG IN XCOUNTRY FLT. ON THIRD AND FINAL LNDG AT HOME BASE IN SMO, CHKLIST WAS USED FOR CRUISE DSCNT, APCH AND DOWNWIND LEGS. GEAR WAS NOT EXTENDED ABEAM TWR AS WE WERE #4 IN LINE, AND WOULD HAVE TO FLY AN EXTENDED NORTHERN DOWNWIND. AFTER TURNING BASE AND FINAL, WE WERE STILL ON 2 MI FINAL AND I WENT THROUGH CHKLIST AGAIN, AS NORMAL, EXTENDED GEAR DOWN HANDLE BUT DID NOT PHYSICALLY CHK 'GEAR DOWN' POS EITHER BY REF TO LIGHT INDICATORS, OR GLANCING OUT OF PLT'S WINDOW! THE BREAKER HAD MEANWHILE POPPED AGAIN AND, WHILE THE GEAR DOORS HAD OPENED, THE GEAR REMAINED STOWED. IT WAS DISCOVERED WHEN THE PROP TIPS CONTACTED THE RWY, AND THE ACFT SETTLED DOWN IN A BELLY LNDG, GEAR UP. ABOUT 5 SECONDS PRIOR TO THIS, THE TWR ADVISED US TO GAR BUT IT WAS NOT SOON ENOUGH. BREAKER POPPING AS DESCRIBED ABOVE, BUT THIS SHOULD HAVE ADDED AWARENESS TO POSSIBLE LNDG GEAR PROBLEMS. THEREFORE EVEN THOUGH THE CHKLIST HAD BEEN UTILIZED CORRECTLY THROUGHOUT THE DSCNT, APCH, AND FINAL LEGS, THE ONE MAIN FACT OF VISUALLY CONFIRMING 'GEAR DOWN AND LOCKED' HAD NOT BEEN MADE.

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.