Narrative:

I arrived after XA30 on mar/tue/03 for VFR flight from little rock to ZZZ. It was my plan to be in ZZZ between XB00 and XB15 for business. I started the engines and, according to the FAA directive on collision avoidance, I turned on my strobe lights after starting the engines. I obtained VFR clearance on a clear VFR day for VFR arrival to stuttgart. Before taxi, I turned on the navigation lights and departed little rock in the rising sun. 10-15 mins later, I arrived at stuttgart and made a normal approach. I lowered approach flaps and gear, reaffirming the gear handle was down. I noticed the gear down lights were not visible, but I knew from past experience that the gear lights could not be seen with the navigation lights on. I had no reason to believe I had a problem. I made an approach to landing on runway 18 at stuttgart thinking my gear was down. On short final I checked the gear handle in the down position and made a normal landing flair and was shocked when I realized the gear had not fully extended. The plane skidded to a stop on the runway. The airplane was jacked up, and the gear could not be extended in a normal fashion, but did extend with the emergency extension crank. The gear motor had malfunctioned. Landing gear lights should be of adequate intensity to be seen in daylight regardless of navigation lights being on. FAA might reconsider its recommendation to turn navigation lights on prior to taxi in daylight.

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Original NASA ASRS Text

Title: BE58 PLT LANDED WITH THE LNDG GEAR NOT SHOWING DOWN AND LOCKED. THE AUTO DIM FEATURE OF THE NAV LIGHTS PREVENTED DOWN AND LOCKED GREEN LIGHTS FROM BEING NOTICED.

Narrative: I ARRIVED AFTER XA30 ON MAR/TUE/03 FOR VFR FLT FROM LITTLE ROCK TO ZZZ. IT WAS MY PLAN TO BE IN ZZZ BTWN XB00 AND XB15 FOR BUSINESS. I STARTED THE ENGS AND, ACCORDING TO THE FAA DIRECTIVE ON COLLISION AVOIDANCE, I TURNED ON MY STROBE LIGHTS AFTER STARTING THE ENGS. I OBTAINED VFR CLRNC ON A CLR VFR DAY FOR VFR ARR TO STUTTGART. BEFORE TAXI, I TURNED ON THE NAV LIGHTS AND DEPARTED LITTLE ROCK IN THE RISING SUN. 10-15 MINS LATER, I ARRIVED AT STUTTGART AND MADE A NORMAL APCH. I LOWERED APCH FLAPS AND GEAR, REAFFIRMING THE GEAR HANDLE WAS DOWN. I NOTICED THE GEAR DOWN LIGHTS WERE NOT VISIBLE, BUT I KNEW FROM PAST EXPERIENCE THAT THE GEAR LIGHTS COULD NOT BE SEEN WITH THE NAV LIGHTS ON. I HAD NO REASON TO BELIEVE I HAD A PROB. I MADE AN APCH TO LNDG ON RWY 18 AT STUTTGART THINKING MY GEAR WAS DOWN. ON SHORT FINAL I CHKED THE GEAR HANDLE IN THE DOWN POS AND MADE A NORMAL LNDG FLAIR AND WAS SHOCKED WHEN I REALIZED THE GEAR HAD NOT FULLY EXTENDED. THE PLANE SKIDDED TO A STOP ON THE RWY. THE AIRPLANE WAS JACKED UP, AND THE GEAR COULD NOT BE EXTENDED IN A NORMAL FASHION, BUT DID EXTEND WITH THE EMER EXTENSION CRANK. THE GEAR MOTOR HAD MALFUNCTIONED. LNDG GEAR LIGHTS SHOULD BE OF ADEQUATE INTENSITY TO BE SEEN IN DAYLIGHT REGARDLESS OF NAV LIGHTS BEING ON. FAA MIGHT RECONSIDER ITS RECOMMENDATION TO TURN NAV LIGHTS ON PRIOR TO TAXI IN DAYLIGHT.

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.