PA-24 Pilot reported landing gear extension problems on approach. A go around was executed and several low passes performed while manually extending the landing gear.

Narrative

On a VMC approach for Runway XX at ZZZ I encountered an aircraft system anomaly while entering the pattern for a left base entry upon Tower instruction. I was the pilot flying and an instructor was onboard as part of dual instruction for a commercial certificate. As we were cleared to land; about 2.5-3.5 miles due southeast of midfield I selected gear down as part of the pre-landing checklist. I noticed a very high drag condition for landing configuration and observed that there was no green light gear down and locked indication. After verbalizing this to the instructor in the right seat; we exchanged controls and he began flying and communicating with Tower as I ran the gear malfunction checklist. The breakers are much more accessible to the left seat occupant. We requested and were given a left 360 to run the check. The electrical gear motor breaker was tripped. All other electrical functions and system loads were within normal limits. A low pass was requested and the Tower Controller and a helicopter instructor radioed confirmation that the gear appeared to be malfunctioning. The left main appeared to only be partially down. We were given right traffic to run the gear extension checklist. As it had been over 2 minutes from malfunction; I attempted to reset the breaker. The breaker would not reset so the motor was considered inop. I opened the emergency gear release hatch and pulled the release lever. The release freed the gear from the motor bungee connection but this did not resolve the malfunction. I utilized the telescoping emergency gear Johnson bar and with strenuous effort the gear light illuminated and the airplane immediately resumed normal flight characteristics. At successful resolution of the gear extension checklist; we positively exchanged controls as I was the agreed pilot flying on the mission. Tower ordered us to continue orbits until fire equipment was in place and ready to respond. One final low approach confirmed that the left gear appeared to be in a safe condition. Upon clearance we landed safely and taxied to parking with no further complication.One possible factor in this malfunction could be Vle speeds in the PA24. I have about 100 hrs in this model and in complex hp aircraft. The POH states 150 mph as the Vle speed; which is what I used. But it and other sources also suggest slower may be better. I don't know if choosing an extension speed more like Vfe+10mph would save on motor life; but it likely would not hurt and I will be using a speed significantly slower than Vle in the future. Additionally; having now experienced the forces required in operating the use of the Johnson bar; I am thankful that there was another qualified pilot on board to fly while I manipulated the gear into a safe position. Even with our airspeed significantly slowed well below Vfe and slipping to assist; it took both hands and a lot of force to get the left main slammed into locked position in flight. To attempt this single pilot would require significant altitude to safely complete it; given the distraction and lack of autopilot assistance in this aircraft. I really appreciate the assistance of the Tower Controller.