What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
At approximately 1715 EDT on 10/01/2011 the aircraft suffered a gear up landing on the approach end of rwy 04 at cdw. The pilot states that: he was performing touch and go's on rwy 4. On the second touch and go he "noticed that the landing gear down indicator was not registering and did a go around. On cycling the gear it appeared to be raised. On the 3rd approach to landing I informed the tower that this would be a full stop. I landed gear up on the approach end of rw 04". He further stated that after securing the aircraft while still on its belly on the runway, he noted that the landing gear handle was in the down position. After the aircraft was raised with air bags the gear was lowered manually without incident and the aircraft was towed to the ramp. The aircraft suffered very little damage which was isolated to abrasion damage to some belly skins, the nose landing gear doors and antennas. The propeller received strike damage. The engine will be sent out for tear down inspection. The aircraft has a history of landing gear extension problems dating to June 2011. On 06/23/2011, the owner reported to a local repair station that the landing gear circuit breaker was found popped on pre-flight and reset. In flight, the gear would come up but would not come down and had to be lowered manually. The repair station performed a gear retraction test and inspected all components with no defects noted. The aircraft was returned to the owner. On 07/19/2011, the owner reported that both the landing gear control and landing gear actuator circuit breakers pop when the gear is selected down. Several gear retraction tests were performed with no defects noted. Mooney technical support was contacted and recommended replacement of the down relay. The relay was replaced and the gear was cycled several times without fault. The aircraft was returned to the owner who reported no faults, gear up or down, in flight. Following this incident, the reporting inspector observed four fault free retraction/extension cycles and one emergency extension in the hangar with the aircraft on jacks. This aircraft is equipped with two landing gear indicators. The first is a mechanical indicator in the floor between the seats which physicaly rotates from green (down) to red (up) as the landing gear extends and retracts. When the landing gear reaches the down and locked position, a flood light illuminates the indicator. The second is a green "gear down" annunciator light on the instrument panel which illuminates when the gear is down and locked. Both indicators were observed to operate correctly, however, the flood light failed to illuminate the mechanical indicator which was still readable with ambient light.
As the FAA filed it
AT APPROXIMATELY 1715 EDT ON 10/01/2011 THE AIRCRAFT SUFFERED A GEAR UP LANDING ON THE APPROACH END OF RWY 04 AT CDW. THE PILOT STATES THAT: HE WAS PERFORMING TOUCH AND GO'S ON RWY 4. ON THE SECOND TOUCH AND GO HE "NOTICED THAT THE LANDING GEAR DOWN INDICATOR WAS NOT REGISTERING AND DID A GO AROUND. ON CYCLING THE GEAR IT APPEARED TO BE RAISED. ON THE 3RD APPROACH TO LANDING I INFORMED THE TOWER THAT THIS WOULD BE A FULL STOP. I LANDED GEAR UP ON THE APPROACH END OF RW 04". HE FURTHER STATED THAT AFTER SECURING THE AIRCRAFT WHILE STILL ON ITS BELLY ON THE RUNWAY, HE NOTED THAT THE LANDING GEAR HANDLE WAS IN THE DOWN POSITION. AFTER THE AIRCRAFT WAS RAISED WITH AIR BAGS THE GEAR WAS LOWERED MANUALLY WITHOUT INCIDENT AND THE AIRCRAFT WAS TOWED TO THE RAMP. THE AIRCRAFT SUFFERED VERY LITTLE DAMAGE WHICH WAS ISOLATED TO ABRASION DAMAGE TO SOME BELLY SKINS, THE NOSE LANDING GEAR DOORS AND ANTENNAS. THE PROPELLER RECEIVED STRIKE DAMAGE. THE ENGINE WILL BE SENT OUT FOR TEAR DOWN INSPECTION. THE AIRCRAFT HAS A HISTORY OF LANDING GEAR EXTENSION PROBLEMS DATING TO JUNE 2011. ON 06/23/2011, THE OWNER REPORTED TO A LOCAL REPAIR STATION THAT THE LANDING GEAR CIRCUIT BREAKER WAS FOUND POPPED ON PRE-FLIGHT AND RESET. IN FLIGHT, THE GEAR WOULD COME UP BUT WOULD NOT COME DOWN AND HAD TO BE LOWERED MANUALLY. THE REPAIR STATION PERFORMED A GEAR RETRACTION TEST AND INSPECTED ALL COMPONENTS WITH NO DEFECTS NOTED. THE AIRCRAFT WAS RETURNED TO THE OWNER. ON 07/19/2011, THE OWNER REPORTED THAT BOTH THE LANDING GEAR CONTROL AND LANDING GEAR ACTUATOR CIRCUIT BREAKERS POP WHEN THE GEAR IS SELECTED DOWN. SEVERAL GEAR RETRACTION TESTS WERE PERFORMED WITH NO DEFECTS NOTED. MOONEY TECHNICAL SUPPORT WAS CONTACTED AND RECOMMENDED REPLACEMENT OF THE DOWN RELAY. THE RELAY WAS REPLACED AND THE GEAR WAS CYCLED SEVERAL TIMES WITHOUT FAULT. THE AIRCRAFT WAS RETURNED TO THE OWNER WHO REPORTED NO FAULTS, GEAR UP OR DOWN, IN FLIGHT. FOLLOWING THIS INCIDENT, THE REPORTING INSPECTOR OBSERVED FOUR FAULT FREE RETRACTION/EXTENSION CYCLES AND ONE EMERGENCY EXTENSION IN THE HANGAR WITH THE AIRCRAFT ON JACKS. THIS AIRCRAFT IS EQUIPPED WITH TWO LANDING GEAR INDICATORS. THE FIRST IS A MECHANICAL INDICATOR IN THE FLOOR BETWEEN THE SEATS WHICH PHYSICALY ROTATES FROM GREEN (DOWN) TO RED (UP) AS THE LANDING GEAR EXTENDS AND RETRACTS. WHEN THE LANDING GEAR REACHES THE DOWN AND LOCKED POSITION, A FLOOD LIGHT ILLUMINATES THE INDICATOR. THE SECOND IS A GREEN "GEAR DOWN" ANNUNCIATOR LIGHT ON THE INSTRUMENT PANEL WHICH ILLUMINATES WHEN THE GEAR IS DOWN AND LOCKED. BOTH INDICATORS WERE OBSERVED TO OPERATE CORRECTLY, HOWEVER, THE FLOOD LIGHT FAILED TO ILLUMINATE THE MECHANICAL INDICATOR WHICH WAS STILL READABLE WITH AMBIENT LIGHT.