|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : ptk|
|Altitude||agl bound lower : 0|
agl bound upper : 0
|Operator||general aviation : personal|
|Make Model Name||Small Aircraft, Low Wing, 2 Eng, Retractable Gear|
|Flight Phase||descent : approach|
landing : go around
|Function||flight crew : single pilot|
|Qualification||pilot : commercial|
pilot : instrument
|Experience||flight time last 90 days : 75|
flight time total : 16000
|Anomaly||aircraft equipment problem : critical|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : declared emergency|
flight crew : overcame equipment problem
|Consequence||faa : investigated|
I departed oakland troy in the evening on a snow and ice covered runway. I retracted the landing gear and flew approximately 10 mins to ptk. I extended the gear about 3 mi from ptk and was cleared to land on runway 27L. On a 1 mi final I checked and saw that the gear up light was out and the down light was on. Just prior to flare I again checked for a green light. During the flare I heard an unusual noise (propellers hitting the runway) and effected an immediate go around. Once back in the air I found the gear circuit breaker was popped and the gear between up and down (down light still on). I reset the breaker and the gear extended normally. I checked it down with the manual extension system and landed west/O incident. The problem tips were curled about 3' both sides. Further examination uncovered ice and snow in the wheel wells. Apparently, the gear down switches were iced in such a way that they gave a false indication of all gear down. I feel the system should be designed so the switches are better protected from WX. Also, an alternative gear position indicator (like some of this make aircraft have) of a mechanical nature would be helpful. Callback conversation with reporter revealed the following: FAA does not believe the reporter. He has taken a '609' ride, but has had no further indication from FAA that they plan additional action. The switches that activated the up-down warning are located on the strut and fully exposed to WX. Pilot thinks some type shielding should be provided.
Original NASA ASRS Text
Title: LIGHT TWIN GEAR UP APCH WITH NORMAL GEAR COCKPIT WARNING. PLT WAS FIRST MADE AWARE OF THE PROBLEM AS PROPELLER TIPS STRUCK THE RWY. EXECUTED GO AROUND TO NORMAL LNDG.
Narrative: I DEPARTED OAKLAND TROY IN THE EVENING ON A SNOW AND ICE COVERED RWY. I RETRACTED THE LNDG GEAR AND FLEW APPROX 10 MINS TO PTK. I EXTENDED THE GEAR ABOUT 3 MI FROM PTK AND WAS CLRED TO LAND ON RWY 27L. ON A 1 MI FINAL I CHKED AND SAW THAT THE GEAR UP LIGHT WAS OUT AND THE DOWN LIGHT WAS ON. JUST PRIOR TO FLARE I AGAIN CHKED FOR A GREEN LIGHT. DURING THE FLARE I HEARD AN UNUSUAL NOISE (PROPS HITTING THE RWY) AND EFFECTED AN IMMEDIATE GAR. ONCE BACK IN THE AIR I FOUND THE GEAR CB WAS POPPED AND THE GEAR BTWN UP AND DOWN (DOWN LIGHT STILL ON). I RESET THE BREAKER AND THE GEAR EXTENDED NORMALLY. I CHKED IT DOWN WITH THE MANUAL EXTENSION SYS AND LANDED W/O INCIDENT. THE PROB TIPS WERE CURLED ABOUT 3' BOTH SIDES. FURTHER EXAMINATION UNCOVERED ICE AND SNOW IN THE WHEEL WELLS. APPARENTLY, THE GEAR DOWN SWITCHES WERE ICED IN SUCH A WAY THAT THEY GAVE A FALSE INDICATION OF ALL GEAR DOWN. I FEEL THE SYS SHOULD BE DESIGNED SO THE SWITCHES ARE BETTER PROTECTED FROM WX. ALSO, AN ALTERNATIVE GEAR POS INDICATOR (LIKE SOME OF THIS MAKE ACFT HAVE) OF A MECHANICAL NATURE WOULD BE HELPFUL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: FAA DOES NOT BELIEVE THE RPTR. HE HAS TAKEN A '609' RIDE, BUT HAS HAD NO FURTHER INDICATION FROM FAA THAT THEY PLAN ADDITIONAL ACTION. THE SWITCHES THAT ACTIVATED THE UP-DOWN WARNING ARE LOCATED ON THE STRUT AND FULLY EXPOSED TO WX. PLT THINKS SOME TYPE SHIELDING SHOULD BE PROVIDED.
Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.