Narrative:

Flight mco-pns. Visual approach to runway 35. During our approach the captain PF called for gear down. I PNF extended the gear. The mains came down and locked normally but the nose gear continued to show a transition indication with the aural warning. I recycled with the same results. We went missed approach and advised the tower. He switched us to approach control. We were instructed to fly runway heading and climb to 1700 ft which we did. At level off we tried the gear handle one more time and got a normal gear extension with a safe indication on all gear. We were vectored for a visual to runway 17 and landed without incident. We advised company maintenance the next morning and they said it was probably just a one time occurrence so we did not write it up. We flew to mco on next day flight. During our approach to mco runway 18R I was the PF. The approach checklist was completed and I called for landing gear down. The gear lights cycled properly on the mains but the nose gear continued to show an unsafe indication. The captain PNF recycled the gear with the same results. I called for the checklist. Since we had already cycled the gear and the access panel for the abnormal gear extension checklist is on my side the captain took over as PF. We were still on approach with approximately 1500 ft altitude when I tried the electric override which was unsuccessful. At that time we did a go around and advised the tower of our situation. We did not declare an emergency at that time. We were at 1000 ft or higher and climbing. I continued with the checklist and tried extending the nose gear with the emergency extension. I could feel things happening under my feet and the tower could see the doors open and nose gear come down but it still did not give a down and locked indication. ATC instructed us to climb to 1500 ft and turn left heading 090 degrees. We complied and I cleaned up the aircraft. I conferred with the captain about notifying everyone (flight attendants, operations, etc). I advised the flight attendant so that she could start organizing her plans. We did not feel it was time to advise the passenger. I called operations, advised them of our situation and asked for input from maintenance. Maintenance suggested extending the gear with g-loading. I advised the captain and since he was beginning an ATC instructed turn we tried the landing gear handle again. The gear extended and locked normally on all 3 gear indicators. We advised ATC that we had a good indication for the gear and that we were ready to land. The captain advised the passenger of the delay and reassured them that everything was ok now. We landed without incident. On the ground we found that the crash trucks had been called out and we were followed to the gate.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB MANDATES A GAR FROM FINAL APCH. REPEAT PROB MALFUNCTION FROM PREVIOUS DAY'S EXPERIENCE WITH SAME ACFT.

Narrative: FLT MCO-PNS. VISUAL APCH TO RWY 35. DURING OUR APCH THE CAPT PF CALLED FOR GEAR DOWN. I PNF EXTENDED THE GEAR. THE MAINS CAME DOWN AND LOCKED NORMALLY BUT THE NOSE GEAR CONTINUED TO SHOW A TRANSITION INDICATION WITH THE AURAL WARNING. I RECYCLED WITH THE SAME RESULTS. WE WENT MISSED APCH AND ADVISED THE TWR. HE SWITCHED US TO APCH CTL. WE WERE INSTRUCTED TO FLY RWY HDG AND CLB TO 1700 FT WHICH WE DID. AT LEVEL OFF WE TRIED THE GEAR HANDLE ONE MORE TIME AND GOT A NORMAL GEAR EXTENSION WITH A SAFE INDICATION ON ALL GEAR. WE WERE VECTORED FOR A VISUAL TO RWY 17 AND LANDED WITHOUT INCIDENT. WE ADVISED COMPANY MAINT THE NEXT MORNING AND THEY SAID IT WAS PROBABLY JUST A ONE TIME OCCURRENCE SO WE DID NOT WRITE IT UP. WE FLEW TO MCO ON NEXT DAY FLT. DURING OUR APCH TO MCO RWY 18R I WAS THE PF. THE APCH CHKLIST WAS COMPLETED AND I CALLED FOR LNDG GEAR DOWN. THE GEAR LIGHTS CYCLED PROPERLY ON THE MAINS BUT THE NOSE GEAR CONTINUED TO SHOW AN UNSAFE INDICATION. THE CAPT PNF RECYCLED THE GEAR WITH THE SAME RESULTS. I CALLED FOR THE CHKLIST. SINCE WE HAD ALREADY CYCLED THE GEAR AND THE ACCESS PANEL FOR THE ABNORMAL GEAR EXTENSION CHKLIST IS ON MY SIDE THE CAPT TOOK OVER AS PF. WE WERE STILL ON APCH WITH APPROX 1500 FT ALT WHEN I TRIED THE ELECTRIC OVERRIDE WHICH WAS UNSUCCESSFUL. AT THAT TIME WE DID A GAR AND ADVISED THE TWR OF OUR SIT. WE DID NOT DECLARE AN EMER AT THAT TIME. WE WERE AT 1000 FT OR HIGHER AND CLBING. I CONTINUED WITH THE CHKLIST AND TRIED EXTENDING THE NOSE GEAR WITH THE EMER EXTENSION. I COULD FEEL THINGS HAPPENING UNDER MY FEET AND THE TWR COULD SEE THE DOORS OPEN AND NOSE GEAR COME DOWN BUT IT STILL DID NOT GIVE A DOWN AND LOCKED INDICATION. ATC INSTRUCTED US TO CLB TO 1500 FT AND TURN L HDG 090 DEGS. WE COMPLIED AND I CLEANED UP THE ACFT. I CONFERRED WITH THE CAPT ABOUT NOTIFYING EVERYONE (FLT ATTENDANTS, OPS, ETC). I ADVISED THE FLT ATTENDANT SO THAT SHE COULD START ORGANIZING HER PLANS. WE DID NOT FEEL IT WAS TIME TO ADVISE THE PAX. I CALLED OPS, ADVISED THEM OF OUR SIT AND ASKED FOR INPUT FROM MAINT. MAINT SUGGESTED EXTENDING THE GEAR WITH G-LOADING. I ADVISED THE CAPT AND SINCE HE WAS BEGINNING AN ATC INSTRUCTED TURN WE TRIED THE LNDG GEAR HANDLE AGAIN. THE GEAR EXTENDED AND LOCKED NORMALLY ON ALL 3 GEAR INDICATORS. WE ADVISED ATC THAT WE HAD A GOOD INDICATION FOR THE GEAR AND THAT WE WERE READY TO LAND. THE CAPT ADVISED THE PAX OF THE DELAY AND REASSURED THEM THAT EVERYTHING WAS OK NOW. WE LANDED WITHOUT INCIDENT. ON THE GND WE FOUND THAT THE CRASH TRUCKS HAD BEEN CALLED OUT AND WE WERE FOLLOWED TO THE GATE.

Data retrieved from NASA's ASRS site as of July 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.