Narrative:

Approaching mkc from the east, I was instructed to enter a right base for landing on runway 1 by the mkc tower controller. Approximately 2 or 3 mi out, I was instructed to turn south to go south of the downtown city buildings to allow a king air, arriving from the west, to land first. Upon making visual contact with the king air his landing lights appeared very small. I estimated his position to be perhaps 5 mi out, so I turned further south to allow more space between us but then was headed straight toward a tall tv tower. This concerned me so I turned toward the west to 'split the difference' between the tv tower and the approaching king air. As the king air turned final, I continued to slow down by reducing power and flying level with 10 degrees flaps. Mkc tower controller instructed me to follow the king air. Upon turning final I was high so I added 10 degrees more flaps and reducing power to about 14 inches but still wasn't coming down fast enough. I added full flaps approximately 1 mi from the runway. As I descended, I began to encounter the king air's wake turbulence as the aircraft began to get unstable so I added power to fly out the top of the turbulence. Now on short final and the king air is still on the runway. I'm now over the threshold, the king air is just turning to exit the runway and tower is issuing a landing clearance to a trailing airplane. While flying level over the runway, I asked tower if I had been cleared to land, to which the controller replied 'yes.' at this point I began reducing power and initiating the landing flare. The aircraft began to float or perhaps rise with a decrease in airspeed so I added power to allow the aircraft to gently descend to the runway, which it did with the landing gear still in the retracted position.

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Original NASA ASRS Text

Title: A C210 GEAR UP LNDG WITH A FULLY OPERATIONAL LNDG GEAR SYS.

Narrative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

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.