After gear extension during approach DA50 flight crew does not receive a safe indication for the left main gear. The Captain elects to divert to an airport with a longer runway and ARFF personnel. Maintenance discovers two burned out gear indicator bulbs.
Synopsis
After gear extension during approach DA50 flight crew does not receive a safe indication for the left main gear. The Captain elects to divert to an airport with a longer runway and ARFF personnel. Maintenance discovers two burned out gear indicator bulbs.
Narrative
While descending on the visual approach both light bulbs failed for our left main landing gear indicator. The Captain elected to divert for better maintenance; a longer runway; and crash fire rescue availability. We informed the Tower Controller that we had a gear problem and that we wanted to divert. The Tower Controller stated; 'Then you need to go to Approach.' We were not given a heading to fly; an altitude to maintain; or frequency to use. During this time we received a TA for traffic; the Captain said he was starting a climb to avoid the traffic. The Tower Controller called us and said that we have traffic at 3;000 FT above us. The Captain responded to the Tower Controller that he was climbing for a TCAS Alert. The Captain directed me to run the QRH checklist for the gear problem and to call the Chief Pilot on the flight phone; so I did not see the traffic in question. I switched to Approach Control on the frequency we had used for arrival and told them about our landing gear situation. That Controller told us that we have traffic above on the arrival. The Captain responded to him that we had climbed for a TCAS alert and were returning to 2;000 FT. The Controller stated that; 'there isn't a problem.' We received vectors and did a low approach over the runway where someone on the ground looked at our gear and reported that it 'appeared to be down.' We returned and landed without further incident. I think it would have been better if I had not called the Chief Pilot on the phone in the traffic pattern; while working the QRH; and working the radios. It would have been better if I had focused on the operation of the aircraft until the Captain completed flying the missed approach and contacted the Approach Controller. It would have also been helpful if we had received some missed approach directions from the Tower Controller; such as a heading to fly and an altitude to maintain.
Second reporter narrative
I asked for the landing gear down and before landing check list. Pilot not flying noted and brought to my attention that the [left] main gear did not indicate down. We discussed briefly that we were sure the gear was down; but that it would be best to do a go around and asked for vectors out to the west to work the gear indication issue. The Tower said I guess you need Approach. We switched over and started a climb to 2;000 FT working with ATC. We asked for vectors to work on the issue and worked with them to get out of the airport traffic area. The TCAS started squawking about some traffic a few hundred feet below us off our left side so we obeyed and climbed up a few hundred feet to avoid any conflict with the traffic. As we were talking with ATC he called traffic at 3;000 FT and we replied back we were looking for traffic. I keyed the mic and communicated that we had a TCAS climb and was descending the 300 FT back to 2;000 FT. The Controller stated it was not a problem.I flew the aircraft while the pilot not flying called Maintenance to discuss and confirm our suspicions. I then asked him to call the Chief Pilot to put him in the loop and we both agreed that it may be a good idea to change destination to do a low fly by.We did the fly by at 700 FT straight down the runway and Tower confirmed that the gear appeared down. He advised us to enter the downwind VFR and cleared us to land. We landed with no event and taxied to the FBO. Mechanic confirmed both bulbs were blown. [They were] replaced [and] we continued the trip. At no time did I feel in danger or that the aircraft was in any jeopardy.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.