BE60 Pilot reported receiving an unsafe gear warning indication while on approach followed by a manual gear extension procedure and a landing in which the nose gear collapsed on roll out.
Synopsis
BE60 Pilot reported receiving an unsafe gear warning indication while on approach followed by a manual gear extension procedure and a landing in which the nose gear collapsed on roll out.
Narrative
Aircraft X Gear Extension Failure. DATE at approximately XA:15 PM EDT we prepped for a short flight and air work in my Beech Duke BE60 preceding a flight the next day from ZZZ. I did a thorough preflight. Start up; taxi and run up operations were by the checklist and completed without any noticeable indications or faulty items. We took off from Runway XX with all normal indications and within all normal parameters. The gear was raised and the 3 green down and locked lights went out. We reached traffic pattern altitude and planned for a normal landing. The landing gear lever was actuated to lower the gear and the electric motor was heard operating. Flaps were lowered to 15 degrees and base leg initiated with a decent for final approach. While turning final and selecting full flaps; a red gear unsafe light was noticed and no green lights observed. A go around was initiated and a climb back to pattern altitude started. Landing gear handle and flaps were raised for the climb but the gear unsafe light remained illuminated. On reaching 1;000 feet MSL we departed the airport pattern to clear the traffic area. Then we proceeded to determine what the problem was. Placing the gear select handle in either the up or down position had no effect on the landing gear indication on the panel; the red unsafe gear light remained illuminated and the green down and locked lights would not come on with the selector in the down position. Lights were checked by pushing the indicators and they all illuminated correctly. No gear warning horn was audible. Circuit breaker would pop in the down position but not the up position. Gear remained unsafe. Circuit breaker was attempted twice with the same result. We continued maneuvering while the Emergency Gear Extension Checklist was located and studied. I handed control to NAME and went behind the pilot seats for better access to the priority handle and followed the recommended procedure in the checklist. After turning the hand crank the recommended 50 clockwise turns; no indications were observed of the landing gear coming down and locking. The unsafe gear light still illuminated. 100 additional turns of the hand crank had the same results. I returned to the pilot seat and resumed control of the airplane while NAME went back and also attempted to lower the gear with the hand crank. After turning it for an additional 150 cranks or more clockwise no indication of any change of gear position was observed. A return to ZZZ commenced after notifying ground personnel of the situation and to observe the landing gear while a low approach was conducted to ascertain gear position. The low fly-by resulted in the ground observers noticing that all three landing gear appeared to be down and in position. No green down and locked indications were observed in the cockpit. The circuit in the pattern to downwind and radio advisory of a landing was broadcast on UNICOM. My decision as PIC and Owner of the plane was made to land at ZZZ. NAME and I briefed for a possible gear failure on the ground due to indication of unsafe gear. The approach was made with a low speed touchdown on the main gear which were intact and holding weight. As the nose gear made contact with the runway it gave way followed by the left main and propeller contact on the left side. Directional control was maintained until the plane slowly began to turn left towards the side of the runway at which point the nose was full down causing the right propeller to contact the ground. Near the edge of the runway the airplane stopped with a slight right side load which appeared to cause the right gear to collapse. No injuries were sustained by either of us and damage observed on the structure of the airplane was minor with no damage to control surfaces. The landing gear was retracted into the wheel wells; no fuel or oil loss was observed. Propellers were damaged from ground strike. Airport personnel and equipment arrived to secure the area. Local FAA FSDO officewas notified of the situation and runway was closed. Equipment arrived and removed airplane from scene with FAA approval and placed in my hangar for further investigation by maintenance personnel. Results pending full maintenance review of system.
Second reporter narrative
Aircraft X Gear extension failure. On DATE at approximately XA:15 EDT a Familiarization flight and air work in Aircraft X for a flight to commence the following day began from ZZZ1. A thorough preflight was done by the owner and myself for the flight. Start up taxi and run up operations were per checklist and completed without any noticeable indications of faulty items. Takeoff commenced from Runway XX with all normal indication and within all normal parameters. Gear was raised and the green down & lock light going out. Upon reaching traffic pattern altitude approach to the runway was scheduled for a normal landing. Landing gear lever was actuated to lower gear; electric motor was heard operating to lower gear. Flaps were lowered to approach setting 15 degrees and base leg initiated with a descent for a final approach. While turning final and selecting full flaps a red gear unsafe light was noticed and no green lights observed. A go around was initiated and a climb back to pattern altitude started. Landing gear handle and flaps were raised for the climb but the gear unsafe light remained illuminated. On reaching 1;000 feet MSL the airplane departed the airport traffic area on a downwind leg to clear the airport traffic area. Once outside the airport area we commenced to determine what the problem with the landing gear could be. Placing the gear select in either the up or down position had no affect on the landing gear indication on the panel; red unsafe gear remained illuminated and the green down and lock light would not come on withe selector in the down position. Lights were checked by pushing the indicators and they all illuminated correctly; no gear warning horn was audible. Circuit breaker would pop in the down position but not when the gear selector was in the up position; gear remained unsafe. Circuit breaker was attempted twice with same results. Maneuvering continued while the emergency gear extension checklist was prepared for use. The PIC handed control to myself and went behind the pilot stations for better access the emergency gear handle and follow the recommended procedure in the checklist. Use of the manual hand crank to lower the landing gear. After turning the hand crank the recommended 50 turns no indications were observed of the landing gear coming down and locking; unsafe gear light still illuminated. Additional turns of the hand crank resulted with the same results. The PIC returned to the pilot seat and resumed control of the airplane while I went back and also attempted to lower the gear with the hand crank. After turning the hand crank for an additional 250 cranks no indication of any change of gear position was observed. A return to the departure airport commenced after notifying ground personnel of the situation and to observe the landing gear while a low approach was conducted to assertion gear positioning. The low fly by resulted in the ground observers noticing that all three landing gear appeared to be down and in position. No green down and locked indications observed in the cockpit. The circuit in the pattern to downwind and radio advisory of a landing was broadcast on UNICOM. The decision by the PIC / Owner of the plane was made to land at ZZZ1. PIC and myself briefed for a possible gear failure on the ground due to indication of unsafe gear. The approach was made with a low speed touchdown on the main gear and the airplane gear were intact and holding weight. As the nose gear made contact with the runway it gave way and retrace into the nose gear area followed by the left main and propeller contact on the left side. Directional control was maintained by the PIC until the plane slowly began to turn left towards the side of the runway at which point the nose was full down causing the right propeller to contact the ground. Near the edge of the runway the airplane stopped with a slight right side load which appeared to cause the right gear to collapse into the wheel well. No injuries sustained by the PIC or myself and damage observed on the structure of the airplane was minor with no damage to control surfaces. The landing gear was retracted into the wheel wells; no fuel or oil loss observed. Propellers were damaged from ground strike. Airport personnel; and equipment arrived to secure the area. Local FAA FSDO office was notified of the situation; runway was closed. Equipment arrived and removed airplane from scene with FAA approval and placed in owners hangar for further investigation by maintenance personnel. Results pending full maintenance review of system.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.