GEAR UP LNDG AT DPA; IL; IN A NEWLY PURCHASED MOONEY.

Narrative

IN SUM: A USED MOONEY ACFT WAS PURCHASED. A LICENSED MECH; PRIOR TO THE PURCHASE; INSPECTED IT AND SEVERAL DEFICIENCIES WERE FOUND AND CORRECTED. ONE OF THESE WAS A DEFECTIVE LNDG GEAR LIMIT SWITCH THAT ALLOWED THE GEAR TO INDICATE DOWN AND LOCKED WHEN IT WAS NOT. A MULTI-LEG XCOUNTRY TRIP WAS MADE IN THE ACFT WITH SEVERAL UNRELATED PROBS COMING UP THAT WERE CORRECTED IN THE APPROPRIATE FASHION. DURING PREFLT INSPECTION FOR THE NEXT TO THE LAST LEG THE LNDG GEAR ACTUATOR CIRCUIT BREAKER WAS FOUND TO BE POPPED. IT WAS ASSUMED THAT IT WAS LEFT OUT DURING MAINT ACTIVITY ON THE NOSE GEAR DOOR. THAT LEG WAS SUCCESSFULLY FLOWN. ON THE LAST LEG; AFTER A DIVERSION TO DPA; IL; DUE TO WX; A SUCCESSFUL APCH WAS MADE; A GUMP CHK WAS MADE AND: 'AS I CAME IN FOR THE LNDG; THE ACFT WAS AT ABOUT 80 KTS OVER THE NUMBERS AND SLOWING. I FELT THE ACFT TOUCH DOWN AND JUST THEN; I HEARD A BEEPING SOUND FOLLOWED BY A SCRAPING SOUND AND THEN SAW THE PROP STOPPING OR STOPPED AND BENT AND REALIZED THAT THE PLANE WAS SKIDDING. THE ACFT CAME TO A STOP MOSTLY ON THE GRASS BUT WITH THE L WING OVER THE RWY.' THE ACFT WAS EVACED AND SUBSEQUENTLY TAKEN TO A MAINT FACILITY WHERE IT WAS NOTED THAT THE GEAR SWITCH WAS DOWN AND THE ACTUATOR CIRCUIT BREAKER WAS POPPED. THE GEAR WOULD NOT OPERATE UNTIL THE CIRCUIT BREAKER WAS PUSHED IN WHEN THE ACFT WAS ON JACKS. IT IS NOT CLR WHETHER THE GEAR WAS NOT DOWN WHEN THE INDICATION WAS CORRECT FOR GEAR DOWN; THE GEAR WAS DOWN AND LOCKED BUT BECAME UNLOCKED ON TOUCHDOWN; OR WHETHER THE CIRCUIT BREAKER POPPED AFTER LNDG; OR WHY THERE WAS NO GEAR WARNING HORN HEARD UNTIL AFTER THE LNDG.