BE95 PLT LANDS GEAR UP DUE TO MECHANICAL MALFUNCTION AT EWN.

Narrative

AFTER TKOF I PLACED THE GEAR IN THE UP POS AND WENT AROUND THE PATTERN. AFTER PUTTING THE GEAR DOWN; I NOTICED I DID NOT GET A GEAR DOWN INDICATION AND THE MANUAL GEAR INDICATOR SHOWED THE GEAR IN THE MIDDLE POS. AFTER DOING A FLY-BY FOR CONFIRMATION; I TOOK THE PLANE OUT TO THE PRACTICE AREA TO TRY AND TROUBLESHOOT. I TRIED TO RECYCLE THE GEAR SWITCH 4 OR 5 TIMES TO NO AVAIL. AT THAT POINT I CALLED IN ONE OF THE MECHS OVER THE RADIO TO TRY AND HELP TROUBLESHOOT. THE OWNER OF THE ACFT ALSO HELPED. I TRIED THE EMER GEAR CRANK BUT FELT NO TENSION AS I ROTATED IT. AT THAT POINT; I TRIED DIFFERENT TECHNIQUES TO GET THE GEAR DOWN FROM PULLING POSITIVE TO NEGATIVE G'S; YAWING THE ACFT AT HIGH SPDS; 60 DEG BANK TURNS. NONE OF THESE TECHNIQUES WORKED. AFTER DECIDING TO BURN OFF SOME FUEL; I DECIDED THAT I HAD TO MAKE A GEAR UP LNDG. I ONCE AGAIN TRIED THE EMER GEAR EXTENSION BUT NOTHING HAPPENED. WHEN I TOOK OFF I HAD FULL TANKS OF GAS; AND SO I WAS NOT WORRIED ABOUT RUNNING OUT OF FUEL. BUT I DID WANT TO BURN AS MUCH FUEL AS POSSIBLE IN CASE OF FIRE AT TOUCHDOWN. THE WINDS AT THE ARPT WERE CALM AND A DECISION WAS MADE BTWN THE OWNER AND I THAT I WOULD LAND ON RWY 31. I FELT THIS WAS JUST AS SAFE AS LNDG ON RWY 4 OR RWY 22 DUE TO THE CALM WINDS. RWY 31 ALSO WAS NOT USED AS OFTEN AND WOULD NOT CLOSE THE ARPT TO ACR OPS. I MADE 3 LOW APCHS TO THE RWY TO PRACTICE THE EMER SHUTDOWN PROCS. WHILE I WAS PRACTICING THE APCHS; I WAS WAITING FOR ANOTHER ACFT TO LEAVE THE GND SO I WOULD NOT DELAY THE FLT WHEN I MADE MY LNDG. THIS ALSO ALLOWED ME TO BURN MORE FUEL. AFTER THE OTHER ACFT LEFT; I MADE A NORMAL L PATTERN FOR RWY 31. AS I WAS BACK INBOUND TO THE ARPT; I DECLARED AN EMER. I MADE A NORMAL APCH; BUT STAYED A LITTLE HIGHER IN ORDER TO COMPLETE THE SHUTDOWN PROC. I COMPLETED THE EMER GEAR UP SHUTDOWN CHKLIST AND THEN CONCENTRATED ON MAINTAINING AIRSPD IN ORDER TO LAND THE ACFT UNDER CTL. I TRIED TO KEEP THE NOSE UP AS LONG AS POSSIBLE UNTIL THE ACFT CAME TO REST. I THEN UNLATCHED THE DOOR AND MY SEATBELT AND EXITED THE ACFT. THERE WAS NO POST-CRASH FIRE. UPON REALIZATION THAT THE GEAR WOULD NOT COMPLETELY RETRACT; I FELT A LOT OF DISBELIEF. BUT THEN I FELT THAT I WOULD BE ABLE TO EXTEND THE GEAR MANUALLY WITH THE EMER EXTENSION. WHEN THAT DIDN'T WORK; THEN I BEGAN TO WORRY. I STARTED TO QUESTION IF I HAD COMPLETED THE EMER EXTENSION PROC CORRECTLY. I NEVER HAD A COMPLETE CHKOUT IN THE ACFT BEFORE I BEGAN FLYING IT. THE ACFT HAD BEEN IN MAINT FOR OVER 4 WKS FOR A 100 HR INSPECTION. I HAD COMPLETED A FLT WITH THE OWNER THE DAY BEFORE AND WAS ABLE TO SHOOT AN ILS APCH. BEFORE THIS; I HAD JUST A LITTLE OVER 5 HRS AS REQUIRED BY THE FARS. MY ONLY EXPERIENCE IN THE AIRPLANE WAS DURING XCOUNTRY OPS AND A FEW SIMULATED ENG FAILURES. THE AIRPLANE WAS PART OF THE FLT SCHOOL'S TRAINING FLEET BUT ALSO THE OWNER'S PVT AIRPLANE. I DID NOT FEEL GOOD ABOUT DAMAGING THE ACFT ON THE GEAR UP LNDG. AFTER REVIEWING THE INCIDENT; I WISH THAT I COULD HAVE FEATHERED THE PROPS AND MOTORED THEM TO THE HORIZ POS. BUT AT THE TIME; MY CONCERN WAS GETTING THE AIRPLANE ONTO THE GND UNDER POSITIVE CTL AND GET IT STOPPED BEFORE SLIDING INTO RWY 4/22. I DON'T KNOW IF HAVING MORE EXPERIENCE IN THE ACFT MAY HAVE CHANGED MY APCH. ONE THING I FORGOT TO DO WAS UNLATCH THE DOOR PRIOR TO TOUCHDOWN. I THINK BECAUSE IT WAS NOT IN MY FIELD OF VIEW OR IN THE CHKLIST; I DID NOT DO THIS. AFTER THE LNDG; SOME PEOPLE ASKED ME IF I HAD CONSIDERED A GRASS LNDG. I DID NOT CONSIDER THAT AN OPTION BECAUSE OF THE POS OF THE GEAR. IT WAS ONLY PARTIALLY RETRACTED AND I FELT THE GEAR MIGHT CATCH CAUSING THE ACFT TO CARTWHEEL.