Synopsis
On February 11, 2011, a Hawker 800XP aircraft, serial number 258765, registration CS-DRK, operated by NetJets Transportes Aéreos as flight NJE-760H, departed Warsaw (EPWA) for Moscow Vnukovo (UUWW) on a positioning flight. The aircraft carried only two pilots. Approaching Moscow Vnukovo, the crew flew a visual left-hand pattern to intercept the ILS for runway 24. Weather was fine with light wind (240/08), visibility 8000 meters, scattered clouds, and temperature -11°C.
Landing Gear Malfunction
On the base leg, the crew selected landing gear down. The main landing gear indicated two green lights, but the nose gear showed a red light, and the alternate indication pin did not extend, indicating the nose gear was not down and locked. The crew initiated a go-around, declared a PAN, and proceeded to a holding pattern south of the airport at 1800 meters altitude in VMC. They performed the recommended "Landing Gear Three Greens Not Indicated" checklist from the Aircraft Flight Manual.
Troubleshooting Attempts
After completing the checklist up to the auxiliary hydraulic system section, the Pilot Flying (PIC) handed control to the SIC and contacted fleet management by phone for advice. The crew retracted and recycled the gear using the normal hydraulic system and executed high-load maneuvers with positive and negative g-forces, but the nose gear remained retracted. A low pass over the tower confirmed the nose gear was not extended. Returning to the hold, the crew used the auxiliary hydraulic system. When the auxiliary system handle was pulled, a "clunk" was felt from beneath the cockpit floor, and wind noise increased from the nose gear area. After about five pump strokes, a hard pressure was noted, and the pump could not be actuated further; the nose gear indication remained red.
Decision for Gear-Up Landing
With only the main gear locked down and all available procedures exhausted, the crew decided to perform a gear-up landing. They restored the auxiliary system handle, retracted the main landing gear, and continued the emergency checklist. The tower was notified, and the crew held to burn off fuel, reducing weight and speed to minimize damage. They selected flaps 25 and briefed the approach thoroughly. A final attempt to extend all gear was unsuccessful.
Landing and Evacuation
The aircraft touched down at very low speed, 820 meters from the runway threshold, and slid on its belly for 480 meters, maintaining the centerline. It experienced hard shaking as it passed over centerline lights and came to a stop 1700 meters from the runway end. The crew evacuated unharmed via the overwing emergency window. Airport fire services sprayed foam around the aircraft to mitigate fire risk.
Damage and Aircraft Condition
Initial photographs showed the aircraft nearly intact, with cabin, wings, tail, and engines undamaged. The aircraft slid on its belly with wings level, resulting in abrasion damage. After being lifted and placed on its landing gear, belly damage was assessed: the mid-fuselage underside contacted the runway and struck centerline lights, causing erosion and loss of some small metal parts. Detached antennas and drains were found on the runway. The nose, rear fuselage, wings, tail, and engines did not contact the ground and were undamaged.
Investigation and Ferry Flight
The Portuguese accident investigation authority (GPIAA) was notified by the operator. The Russian authority delegated investigation powers to Portugal. Due to limited facilities in Moscow, the aircraft was repaired to allow a ferry flight with the landing gear extended to Chester, UK. At Chester, the nose landing gear was removed and sent to Hanley Smith, Ltd. for further testing. All activities were conducted under oversight of the investigator-in-charge's representative and with participation of Hawker Beechcraft field engineers.
Tests and Research
In Moscow, the aircraft was examined and prepared for the ferry flight. Upon arrival in Chester, a general inspection of the nose landing gear was performed. The nose landing gear leg and drag stay were investigated. Other tests and research were conducted. The manufacturer responded to the event, and similar events were reported. Follow-up actions were taken.