Narrative:

After a long day of diversions due to below minimum weather I was IFR at 3;000 ft prior to commencing a visual approach to runway 29 at sbp. I was instructed by ATC to contact sbp tower at about 10 miles from the airport while I was still level at 3;000 ft. The tower instructed me to continue on the visual approach and to report 4 mile final. The tower also requested I maintain best forward speed to the airport; which I read back; and advised the tower that I could give them 140 kst until 3 miles but I ended up giving them about 160 KTS in the descent.I completed the descent checklist and started a descent down to about 1;000 ft. I completed the approach checklist at about 4 miles and the tower issued a landing clearance. At about 3 miles from the airport I reduced power and slowed to below 150 KTS and selected flaps 15 and allowed the airplane to climb gradually to about 1;200 ft to reduce speed promptly to below gear extension speed. At 120 KTS I selected the gear handle to the down position and completed the before landing checklist; reduced power and promptly selected flap increments to full during the steep descent to the runway. I normally hold my hand on the gear handle for the time it takes for the gear extension process but in hindsight. I realize that I may not have held it for quite long enough on this occasion for this particular aircraft (as it has a temperamental gear handle that has a tendency to pop out of the down detent unless held there for slightly longer than typical) because I was focusing on selecting flaps in quick succession with my right hand.it is important note that the instrument panel was bathed in morning sunlight and was shining on the panel in the area of the gear position indicators making it a challenge see the gear position lights at the time of gear selection. I continued the descent and the airplane performed as expected. At about 400 ft prior to crossing the threshold the tower advised that I had no gear. I immediately reached for the gear handle to confirm that it was down and noticed that it was in the down neutral position; but I did not have three greens. I selected the gear handle down again and extended the gear and confirmed that I had three green gear indications.although there was still time to land normally within the touch down zone I initiated a go around and advised the tower. The tower issued instructions to make left traffic for runway 29 and cleared me to land on the downwind. On base I asked the tower to confirm that my gear was down; and they advised it appeared to be. A normal landing was made on runway 29. Contributing factors were the ATC speed restriction requirement; environmental factors of sunlight glare; fatigue and stress arising from inadequate rest and operational issues earlier in the day.

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Original NASA ASRS Text

Title: The pilot of a multi engine Piper executed a missed approach when the Tower advised the landing gear was not extended while on short final. The pilot recycled the landing gear and landed safely.

Narrative: After a long day of diversions due to below minimum weather I was IFR at 3;000 FT prior to commencing a visual approach to Runway 29 at SBP. I was instructed by ATC to contact SBP Tower at about 10 miles from the airport while I was still level at 3;000 FT. The Tower instructed me to continue on the visual approach and to report 4 mile final. The Tower also requested I maintain best forward speed to the airport; which I read back; and advised the Tower that I could give them 140 KST until 3 miles but I ended up giving them about 160 KTS in the descent.I completed the descent checklist and started a descent down to about 1;000 FT. I completed the approach checklist at about 4 miles and the Tower issued a landing clearance. At about 3 miles from the airport I reduced power and slowed to below 150 KTS and selected flaps 15 and allowed the airplane to climb gradually to about 1;200 FT to reduce speed promptly to below gear extension speed. At 120 KTS I selected the gear handle to the down position and completed the before landing checklist; reduced power and promptly selected flap increments to full during the steep descent to the runway. I normally hold my hand on the gear handle for the time it takes for the gear extension process but in hindsight. I realize that I may not have held it for quite long enough on this occasion for this particular aircraft (as it has a temperamental gear handle that has a tendency to pop out of the down detent unless held there for slightly longer than typical) because I was focusing on selecting flaps in quick succession with my right hand.It is important note that the instrument panel was bathed in morning sunlight and was shining on the panel in the area of the gear position indicators making it a challenge see the gear position lights at the time of gear selection. I continued the descent and the airplane performed as expected. At about 400 FT prior to crossing the threshold the Tower advised that I had no gear. I immediately reached for the gear handle to confirm that it was down and noticed that it was in the down neutral position; but I did not have three greens. I selected the gear handle down again and extended the gear and confirmed that I had three green gear indications.Although there was still time to land normally within the touch down zone I initiated a go around and advised the Tower. The Tower issued instructions to make left traffic for Runway 29 and cleared me to land on the downwind. On base I asked the Tower to confirm that my gear was down; and they advised it appeared to be. A normal landing was made on Runway 29. Contributing factors were the ATC speed restriction requirement; environmental factors of sunlight glare; fatigue and stress arising from inadequate rest and operational issues earlier in the day.

Data retrieved from NASA's ASRS site as of April 2012 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.