2022-11 · NASA ASRS report 1952096
Flight crew reported landing gear unsafe indications after landing gear extension on approach. The flight crew executed a missed approach and diverted to make a precautionary landing.
We arrived at ZZZ2 airport at approximately XA45 local time to preflight the aircraft for a planned XD00 local departure. Given the amount of time we had to preflight aircraft before our planned departure time; we decided that we would preflight the aircraft together for a good review of preflight items and checklists. We completed the rotary test and all gear lights illuminated with the landing gear warning horn thereby completing that check with no abnormalities. The passenger arrived at XC30 local time we departed within approximately twenty minutes of his arrival. Upon departure; the flight proceeded normally and no significant events or abnormalities occurred during the departure; climb; cruise; and descent phases of flight.After completing the appropriate descent and approach checklists; we reported the airfield; ZZZ; in sight at roughly 10 NM from the northwest. At this point during the visual approach to Runway XX; we cancelled our IFR flight plan with ZZZ Approach. After establishing an approximately 6 NM final we proceeded with the 'before landing' checklists. It was at this point; I commanded the First Officer (FO) to go 'landing gear down'. We noticed only two down and two green which were the nose and the left main landing gear indication lights. Upon noticing this improper indication; I commanded the First Officer to recycle the gear which resulted with the same indication. I commanded for a missed approach and flew a heading and an altitude to troubleshoot the problem which was assisted by ZZZ Approach. We contacted ZZZ Approach; received new IFR flight plan and clearance; began to fly a heading and altitude; which eventually gave us the published hold ZZZZZ. After established enroute to the hold; I gave positive exchange of flight controls to the First Officer I briefed the passenger of the current situation. I decided to recycle the gear an additional two times which had the same indicating result. I proceeded to tap on the right main landing gear indication light to see if the light would illuminate in which it did not illuminate. After this; I guarded the landing gear warning horn and proceeded swiftly to conduct the landing gear rotary test which resulted in three down and green locked lights while simultaneously silencing the horn. Upon completing the rotary test; we confirmed the bulb was functioning. I then proceeded to run the 'Landing Gear Will Not Extend Checklist'. Upon me completing the abnormal 'Landing Gear Will Not Extend Checklist' which gave the same indication result. We exchanged positive control of the airplane again and I commanded the First Officer to review the 'Landing Gear Will Not Extend Checklist' to verify all appropriate steps were taken. After doing this and confirming all appropriate steps were taken; the First Officer suggest a right 30 degree bank to see if this would give us a three green down and locked result. Upon completing this; we remained with the same two down and two green result. At this point we told Approach we had 3 souls and 1.5 hours of fuel onboard and informed them our decision to divert to ZZZ1 and [requesting priority handling] due to the fact of a larger; wider runway along with emergency personnel available and our request to do a low pass by the Tower so they can inspect our landing gear. The First Officer proceeded to review the 'Landing Gear Will Not Extend Checklist' again. ZZZ handed us off to ZZZ1 Approach and they already had our request for a low pass by the Tower. ZZZ1 Approach gave us vectors for Runway XY for the low pass for Tower to have a better view of our landing gear. In the meantime; we ran another 'approach and before landing checklist' to prepare for an emergency landing on Runway YY.Upon completing our low pass; Tower informed us that they could not get a good visual of our gear and asked for our intentions in which the First Officer told them that we were going to land and requested vectors for the 'ILS YY approach'. Once we ran the 'go around' and 'climb' checklists; I commanded the First Officer to review 'evacuation' checklist. Upon completing this; I exchanged positive flight control of the aircraft with the First Officer once more in order to brief the passenger on the emergency evacuation of the aircraft upon landing in case of a right main landing gear failure and subsequent loss of directional control. We exchanged positive control of the aircraft back to me and proceeded to land the aircraft. Upon being cleared for the approach; I commanded the First Officer to run the 'before landing' checklist. Upon completing the 'before landing' checklist and slowing to approximately 140 KIAS the right main landing gear light illuminated resulting in a three green down and locked indication. Upon touchdown; I proceeded to land on the left main tire first and the right main tire second. Once I felt the tire make contact with the ground and a level roll attitude; I gently placed the nose tire on the ground. The First Officer deployed speed brake while I deployed the thrust reversers. After complete positive control of the aircraft was firmly established; the rescue truck followed the aircraft into the FBO. I commanded the First Officer to complete the 'after landing' checklist once we were clear of the active runway. I was careful to never exceed more than approximately 5 knots ground speed and to exercise extreme caution making left hand turn. With my right hand using thrust reversing for deceleration and my left hand hovering over the emergency brake handle; we safely taxied into the FBO with no issues. We parked and chocked the aircraft; completed a 'shutdown' checklist and exited the aircraft without any issues.
We arrived at ZZZ2 airport at approximately XA45L to preflight aircraft for a planned XD00L departure. Given the amount of time we had to preflight the aircraft for our planned departure time; we decided that we would preflight the aircraft together for a good review of preflight items and checklists. We completed the rotary test and under that test all gear lights were illuminated with the landing gear warning horn; thereby completing that check with no abnormalities. The passenger arrived at XC30L and we departed within approximately 20 minutes of his arrival. Upon departure; the flight proceeded normally; and no significant events or abnormalities occurred during the departure; climb; cruise; and descent phases of the flight. After completing the appropriate descent and approach checklist; we reported the airfield ZZZ insight at roughly 10 NM from the northwest. At this point during the visual approach to Runway XX we canceled the IFR flight plan with ZZZ Approach. After establishing an approximately 6-mile final; we proceeded with the 'Before landing checklist'. It was at this point upon the pilot in command (PIC) commanding 'landing gear down' that we noticed only 2 down; and 2 green which was the NOSE and the LEFT MAIN landing gear indication lights. Upon noticing this improper indication; the PIC commanded 'recycle the gear' which was resulted in the same indication. The PIC initiated a missed approach and upon doing so; I contacted ZZZ Approach and informed them of our situation; and asked for a heading and altitude to begin the appropriate checklist. Upon doing this; we received a new IFR flight plan and clearance which gave us a hold as published at ZZZZZ. At this point; on en route to the hold; the PIC initiated in a positive exchange of control of the aircraft with me. The PIC briefed the passenger on the current situation. The PIC then recycled the gear an additional (2) times resulting in the same abnormal indications. The PIC then proceeded to tap on the right main landing gear indication light and the bulb still did not illuminate. After this; the PIC guarded the landing gear warn horn and proceed swiftly to silence the horn and conduct the rotary test which resulted in 3 down and green locked lights. After finishing the rotary test; we confirmed that the bulb was not burnt out. The PIC then proceeded to run the abnormal checklist 'Landing Gear Will Not Extend.' Upon the PIC performing the abnormal checklist; this did not give us a 3 down; 3 green light. After this; we exchanged positive control of the aircraft and I gave it to the PIC. The PIC then commanded me to review the 'Landing Gear Will Not Extend' checklist to verify all appropriate steps were taken. After doing this and confirming all appropriate steps were taken; I suggested a right 30-degree bank to the PIC to see if this would result in a 3 green down and locked result. Upon the PIC completing this; we remained with the same 2 down 2 green results. At this point; we decided to [request priority handling] with ZZZ and stated 3 souls and 1.5 hours of fuel onboard and informed of our decision to divert to ZZZ1; due to the fact of a larger and wider runway; emergency personnel available; and our request to do a low pass by the Tower so they can inspect our landing gear.En route to ZZZ1; I proceeded to verify the 'Landing Gear Will Not Extend' checklist again. ZZZ handed us off to ZZZ Approach and they already had our request for a low pass by the Tower. ZZZ1 Approach gave us vectors for Runway XY for the low pass so the Tower could inspect. In the meantime; the PIC commanded me to run the approach and before-landing checklist to prepare for an emergency landing on Runway YY. Upon completing the low pass; the Tower informed us they could not get a good visual of our gear and asked for intentions. Which I responded; 'we are going to land and would like vectors for the ILS YY approach.' Once we ran the 'go-around' and 'climb checklist' The PIC commanded me to review the 'EVACUATION CHECKLIST.' Upon completing this the PIC exchanged in positive control of the aircraft and handed it to me to fly the vectors for the ILS YY approach. The PIC briefed the passenger on the emergency evacuation of the aircraft upon landing at ZZZ in the event of a loss of directional control due to a right landing gear failure. The PIC and myself exchanged in a positive exchange of control of the aircraft and I gave it to him. Upon being cleared for the approach; the PIC commanded me to run the 'Before Landing Checklist.' Upon completing the 'Before Landing Checklist'; and slowing to approximately 140 KIAS the right main landing gear light illuminated resulting in a 3 down and green locked indications. Upon touchdown; the PIC proceeded to land on the left main tire first then the right main tire second. Once the PIC felt the right main tire make contact with the ground and a level roll attitude; the PIC gently placed the nose gear on the ground. I then deployed speed brakes while the PIC deployed the thrust reversers. The PIC used caution to not exceed 5 KTS ground speed while taxiing and in left-hand turns. The PIC used his right hand for thrust reversing for deceleration and simultaneously had his left hand on the emergency brake handle. Once clear of the active runway; the PIC commanded me to run the 'after landing checklist' After positive control of the aircraft was firmly established the rescue trucks followed us to the FBO. Once parked and chalked at the FBO; the PIC commenced the shutdown checklist and after completion; we safely exited the aircraft.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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