C340 MAKES A GEAR UP LNDG AT MKC.

Narrative

I ARRIVED AT IXD; KS; TO INSPECT THE ACFT TO BE DEMONSTRATED FOR POSSIBLE PURCHASE BY MY COMPANY; OF WHICH I AM THE CHIEF PLT. AFTER THE PROPER PREFLT INSPECTION OF THE 1979 C340; I STARTED ENGS AND PERFORMED THE TAXI AND BEFORE TKOF CHKS. ONE SUCH CHK THAT I PERFORM IS TO EXTEND THE FLAPS TO THE FULL POS AND THEN BACK UP TO 10 DEGS FOR TKOF. UPON SELECTING WHAT APPEARED TO BE 10 DEGS; I WAS READY FOR TKOF. AFTER RECEIVING CLRNC; I DEPARTED AND WITH SUITABLE AIRSPD AND ALT I RETRACTED THE GEAR WHICH INITIATED A HORN TO LET ME KNOW THE FLAPS WERE JUST BEYOND 10 DEGS. I RETRACTED THE FLAPS AND THE HORN SILENCED. I THEN PROCEEDED TO TURN DIRECT TOWARDS MKC. THE WX AT BOTH IXD AND MKC WAS VMC; WHICH ALLOWED MY FLT TO BE VFR. APPROX 15 MI SW; I CALLED TO ANNOUNCE MY ARR TO THE TWR. THE TWR WAS VERY BUSY WITH SEVERAL OTHER ACFT; SO MY ANNOUNCEMENT WAS NOT ACKNOWLEDGED. I WAITED UNTIL ABOUT 11 MI SW AND ANNOUNCED AGAIN. THE TWR REQUESTED THAT I IDENT; WHICH I DID. WAITING FOR FURTHER INSTRUCTIONS; I BEGAN TO SLOW THE ACFT TO GIVE BETTER TIMING SEQUENCE. AT APPROX 6 MI SW; I CALLED AND GAVE MY POS. I WAS THEN TOLD TO ENTER THE FINAL FOR RWY 1; WHICH I ENTERED A WIDE L BASE TO ENTER THE FINAL. UPON SLOWING TO FLAPS 10 DEGS SPD; I EXTENDED FLAPS TO 10 DEGS. WITH FLAPS AT 10 DEGS AND PROPER GEAR EXTENSION SPD; I EXTENDED THE LNDG GEAR. BY MOVING THE GEAR HANDLE TO THE DOWN POS; I IMMEDIATELY NOTICED THE RED GEAR UNLOCK LIGHT AND FELT THE INITIAL DRAG OF THE GEAR DOORS OPENING; AT THE SAME TIME HEARING THE GEAR MOTOR RUNNING. THE MOTOR SEEMED TO RUN THE NORMAL 8-10 SECONDS AND I THEN OBSERVED THE 3 GREEN LIGHTS ILLUMINATED AND THE RED GEAR UNLOCK LIGHT HAD EXTINGUISHED; INDICATING THE GEAR WAS DOWN AND LOCKED. NOW; BEING ON ABOUT A 3 MI FINAL AND SLIGHTLY HIGH; I REDUCED PWR TO IDLE AND EXTENDED THE REST OF THE FLAPS IN SEQUENCE AND COMPLETED THE BEFORE LNDG CHKLIST; HEARING NO HORNS OR BELLS. ONE ADDED CHK I DO IS TO CHK CIRCUIT BREAKERS; WHICH I FOUND NONE TO BE POPPED. NOW; AT THE PROPER GLIDE PATH; I ADDED PWR TO MAINTAIN THE GLIDE PATH. WITH A CESSNA CITATION SLOWING AND S-TURNING IN FRONT OF ME; I REDUCED PWR TO SLOW FOR LNDG SEQUENCE. AGAIN; CHKING THE GEAR LIGHTS ON A 1 MI FINAL; I OBSERVED 3 GREEN LIGHTS. TWR THEN CALLED TO VERIFY MY POS ON FINAL AND GIVE ME CLRNC TO LAND. WITH MY LNDG CLRNC I MADE MY FINAL GEAR CHK AND OBSERVED 3 GREEN LIGHTS. XING THE THRESHOLD WITH A NORMAL GLIDE PATH I BEGAN MY ROUNDOUT; WITH THE PWR AT IDLE I BEGAN TO FLARE. HEARING NO HORNS OR ABNORMAL BELLS; EVERYTHING SEEMED FINE UNTIL TWR ANNOUNCED 'NO GEAR; NO GEAR; GO AROUND!' INSTANTANEOUSLY; I TRIED TO ADVANCE THE PWR LEVERS; BUT IT WAS TOO LATE. THE PROPS STRUCK THE RWY AND THE ACFT SKIDDED TO A STOP. I BROUGHT THE PWR LEVERS BACK TO IDLE AND PULLED THE MIXTURES TO CUT-OFF. WITH THE ENGS AND ACFT STOPPED I NOTICED THE GEAR UNLOCK LIGHT HAD ILLUMINATED; THE GEAR MOTOR CIRCUIT BREAKER HAD POPPED; AND THE 3 GREEN LIGHTS HAD EXTINGUISHED. I IMMEDIATELY SHUT THE ALTERNATORS; MAGNETOS; AND BATTERY SWITCHES OFF AND EXITED THE ACFT. ONCE OUTSIDE THE ACFT I WALKED AROUND THE ACFT NOTICING THE MAIN GEAR DOORS WERE OPEN SLIGHTLY AND THE NOSE GEAR DOOR WAS COMPLETELY OPEN WITH THE NOSE GEAR PARTIALLY EXTENDED. THE ACFT WAS RESTING ON THE PROPS AND THE JANITROL HEATER SCOOP ON THE BELLY. I KNOW OF NOTHING ELSE TO RECORD EXCEPT TO SUGGEST THAT THE MIL POLICY OF BOTH THE TWR AND THE PLT STATING GEAR DOWN WITH THE LNDG CLRNC MAY BE A SAFETY BENEFIT FOR THE CIVIL AVIATION TO ENFORCE.