Narrative:

Upon departure, the gear in transit light remained lit. Upon reaching 2500 ft MSL, I began cycling the gear to see if the gear in transit light would go off. It would not, in up or down position. I could tell that some of the gear was retracting and going down by the amp gauge and sound, but the light remained on in the gear up position. I contacted ZME to get clearance and opened the IFR plan. I was 12.5 mi east of mkl when radar contact was made. I continued twice more to cycle the gear and suspected possibly a microswitch had failed. I informed ATC of my situation. When I contacted bna approach, I suggested that I do a fly-by and see if my gear was coming down. I also made a cell call to my FBO and discussed the situation with the mechanic and my instructor. It was suggested then that I come on to lebanon and do a fly-by and allow the mechanic to look. I was cleared around nashville by bna approach. Upon reaching M54, I canceled my IFR plan. I made a mid field pass and a runway low pass on runway 19 and the mechanic told me the right gear was in the hub. It was suggested that I try and shake the gear out which I had done near jackson and do a few dive and climbs attempting to get the gear down using the emergency override gear extension. I contacted ATC and let them know my situation and asked to allow me to monitor their frequency for traffic. After climbing to 5000 ft and making several attempts to get the gear shook loose, I determined that the gear was not coming out. The mechanic and my instructor and I went through a checklist again. We determined I had done all that could be done to drop the gear. I canceled my flight following and prepared for a gear up landing. Flaps were set to 0 degrees, power set to the lowest speed possible, and I was to make an attempt to stop the engine and propeller just above the runway and float down for a slow landing. I unlatched the door. On final, airspeed was at 80 mph and I opened the door. Upon reaching the runway and about 400 ft AGL, I pulled the mixture off and the engine quit but the propeller remained turning. I landed on runway 19 and skidded about 200 ft and unfastened my seatbelt and exited the plane. I went back and turned all power off in 30 seconds once the fire trucks were near the plane.

Related reports:

Google
 

Original NASA ASRS Text

Title: A PA28 PLT HAS TO LAND IN AN EMER CONDITION WHEN HIS R MAIN LNDG GEAR FAILS TO COME DOWN.

Narrative: UPON DEP, THE GEAR IN TRANSIT LIGHT REMAINED LIT. UPON REACHING 2500 FT MSL, I BEGAN CYCLING THE GEAR TO SEE IF THE GEAR IN TRANSIT LIGHT WOULD GO OFF. IT WOULD NOT, IN UP OR DOWN POS. I COULD TELL THAT SOME OF THE GEAR WAS RETRACTING AND GOING DOWN BY THE AMP GAUGE AND SOUND, BUT THE LIGHT REMAINED ON IN THE GEAR UP POS. I CONTACTED ZME TO GET CLRNC AND OPENED THE IFR PLAN. I WAS 12.5 MI E OF MKL WHEN RADAR CONTACT WAS MADE. I CONTINUED TWICE MORE TO CYCLE THE GEAR AND SUSPECTED POSSIBLY A MICROSWITCH HAD FAILED. I INFORMED ATC OF MY SIT. WHEN I CONTACTED BNA APCH, I SUGGESTED THAT I DO A FLY-BY AND SEE IF MY GEAR WAS COMING DOWN. I ALSO MADE A CELL CALL TO MY FBO AND DISCUSSED THE SIT WITH THE MECH AND MY INSTRUCTOR. IT WAS SUGGESTED THEN THAT I COME ON TO LEBANON AND DO A FLY-BY AND ALLOW THE MECH TO LOOK. I WAS CLRED AROUND NASHVILLE BY BNA APCH. UPON REACHING M54, I CANCELED MY IFR PLAN. I MADE A MID FIELD PASS AND A RWY LOW PASS ON RWY 19 AND THE MECH TOLD ME THE R GEAR WAS IN THE HUB. IT WAS SUGGESTED THAT I TRY AND SHAKE THE GEAR OUT WHICH I HAD DONE NEAR JACKSON AND DO A FEW DIVE AND CLBS ATTEMPTING TO GET THE GEAR DOWN USING THE EMER OVERRIDE GEAR EXTENSION. I CONTACTED ATC AND LET THEM KNOW MY SIT AND ASKED TO ALLOW ME TO MONITOR THEIR FREQ FOR TFC. AFTER CLBING TO 5000 FT AND MAKING SEVERAL ATTEMPTS TO GET THE GEAR SHOOK LOOSE, I DETERMINED THAT THE GEAR WAS NOT COMING OUT. THE MECH AND MY INSTRUCTOR AND I WENT THROUGH A CHKLIST AGAIN. WE DETERMINED I HAD DONE ALL THAT COULD BE DONE TO DROP THE GEAR. I CANCELED MY FLT FOLLOWING AND PREPARED FOR A GEAR UP LNDG. FLAPS WERE SET TO 0 DEGS, PWR SET TO THE LOWEST SPD POSSIBLE, AND I WAS TO MAKE AN ATTEMPT TO STOP THE ENG AND PROP JUST ABOVE THE RWY AND FLOAT DOWN FOR A SLOW LNDG. I UNLATCHED THE DOOR. ON FINAL, AIRSPD WAS AT 80 MPH AND I OPENED THE DOOR. UPON REACHING THE RWY AND ABOUT 400 FT AGL, I PULLED THE MIXTURE OFF AND THE ENG QUIT BUT THE PROP REMAINED TURNING. I LANDED ON RWY 19 AND SKIDDED ABOUT 200 FT AND UNFASTENED MY SEATBELT AND EXITED THE PLANE. I WENT BACK AND TURNED ALL PWR OFF IN 30 SECONDS ONCE THE FIRE TRUCKS WERE NEAR THE PLANE.

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.