Narrative:

On left base to runway 5 landing gear was selected down and only 2 green lights were viewed (nose and right main) cycled landing gear once and problem remained. Performed light bulb test and left main bulbs appeared to be out. Requested go around via the tower and explained our situation. The tower verified 3 gear down as we flew by and then offered to make request for safety equipment to be standing by which we affirmed. In the traffic pattern the checklist items were performed and aircraft was landed without incident. On the ground our maintenance department was consulted via cellular phone from cockpit from which was determined the type of bulb needed and process of changing bulb for which we had spares onboard. The bulb was changed and rechked, all okay. I completed a discrepancy form and signed it off. We then departed XA34 for next destination teb and landed uneventful. An FAA investigation began immediately following the situation by the FAA inquiring of our whereabouts to the lynton jet FBO, mmu of which I happened to be talking to on the phone from teb about an unrelated matter and was placed on the phone with the FAA. I answered their questions but would not give my name or certificate number because I was unsure of their idents. The following day at teb the FAA conducted an investigation and performed a ramp check. The FAA informed us that the investigation would continue and we would be notified any wrong doing. The implication was made that I was not authority/authorized to perform a perceived maintenance function (changing a landing gear light bulb). Our corporation operates under part 91 and all trips are part 91. The FAA investigator talked with our director of maintenance and mentioned matter was dead as far as enforcement.

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Original NASA ASRS Text

Title: A CPR DA20 FLC HAD A LIGHT BULB FAILURE AND DID NOT GET A GREEN LIGHT ON THE L MAIN LNDG GEAR, BUT AFTER THE TWR CTLR CHKED THE GEAR POS VISUALLY AND THE FLC RAN THEIR CHKLISTS AND THEN LANDED WITHOUT FURTHER PROB. THE BULB WAS REPLACED AFTER TELEPHONE CONSULTATION WITH THEIR MAINT BASE.

Narrative: ON L BASE TO RWY 5 LNDG GEAR WAS SELECTED DOWN AND ONLY 2 GREEN LIGHTS WERE VIEWED (NOSE AND R MAIN) CYCLED LNDG GEAR ONCE AND PROB REMAINED. PERFORMED LIGHT BULB TEST AND L MAIN BULBS APPEARED TO BE OUT. REQUESTED GAR VIA THE TWR AND EXPLAINED OUR SIT. THE TWR VERIFIED 3 GEAR DOWN AS WE FLEW BY AND THEN OFFERED TO MAKE REQUEST FOR SAFETY EQUIP TO BE STANDING BY WHICH WE AFFIRMED. IN THE TFC PATTERN THE CHKLIST ITEMS WERE PERFORMED AND ACFT WAS LANDED WITHOUT INCIDENT. ON THE GND OUR MAINT DEPT WAS CONSULTED VIA CELLULAR PHONE FROM COCKPIT FROM WHICH WAS DETERMINED THE TYPE OF BULB NEEDED AND PROCESS OF CHANGING BULB FOR WHICH WE HAD SPARES ONBOARD. THE BULB WAS CHANGED AND RECHKED, ALL OKAY. I COMPLETED A DISCREPANCY FORM AND SIGNED IT OFF. WE THEN DEPARTED XA34 FOR NEXT DEST TEB AND LANDED UNEVENTFUL. AN FAA INVESTIGATION BEGAN IMMEDIATELY FOLLOWING THE SIT BY THE FAA INQUIRING OF OUR WHEREABOUTS TO THE LYNTON JET FBO, MMU OF WHICH I HAPPENED TO BE TALKING TO ON THE PHONE FROM TEB ABOUT AN UNRELATED MATTER AND WAS PLACED ON THE PHONE WITH THE FAA. I ANSWERED THEIR QUESTIONS BUT WOULD NOT GIVE MY NAME OR CERTIFICATE NUMBER BECAUSE I WAS UNSURE OF THEIR IDENTS. THE FOLLOWING DAY AT TEB THE FAA CONDUCTED AN INVESTIGATION AND PERFORMED A RAMP CHK. THE FAA INFORMED US THAT THE INVESTIGATION WOULD CONTINUE AND WE WOULD BE NOTIFIED ANY WRONG DOING. THE IMPLICATION WAS MADE THAT I WAS NOT AUTH TO PERFORM A PERCEIVED MAINT FUNCTION (CHANGING A LNDG GEAR LIGHT BULB). OUR CORPORATION OPERATES UNDER PART 91 AND ALL TRIPS ARE PART 91. THE FAA INVESTIGATOR TALKED WITH OUR DIRECTOR OF MAINT AND MENTIONED MATTER WAS DEAD AS FAR AS ENFORCEMENT.

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.