Narrative:

As we flew our base leg and selected gear down, we noticed our '3 green' lights did not appear. Quickly, we cycled the gear again and same outcome occurred, no gear down lights. We flew a missed approach and vectors while we ran the emergency checklist. That is where our problem began. The checklist called for emergency extension of the gear (pumping the hydraulic system) but we 'knew' the gear was down (we heard it). Also, we verified gear down by moving power levers back to flight idle (one at a time) and no gear unsafe warning was heard. We also set the flaps to 20 degrees and no gear unsafe horn was heard. Therefore we were satisfied that the gear was down and the problem was with our gear safe lights. No emergency was declared yet we had all rescue vehicles standing by as we landed. Another point (out of sequence) is the tower visually checked our gear, it appeared down. Once on the ground (all ok) we noticed the circuit breaker for the gear lights was out. Quick simple fix -- that was the problem. My concern is that while under the pressure of flying the aircraft and following the proper procedures there is at no time any reference to the circuit breaker. Yes, we should check the circuit breaker. A good idea, but not part of our trained procedure. We ran all proper checklists and even spoke with our maintenance personnel. There was never any mention of a popped circuit breaker. My suggestion is to include a checklist for 'no gear down indication' check circuit breaker, end of list.

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Original NASA ASRS Text

Title: FLC OF AN ATX TURBOPROP COULD NOT OBTAIN GEAR DOWN INDICATION LIGHTS EVEN THOUGH THE GEAR WAS OBSERVED BY THE TWR TO BE DOWN. AFTER GOING THROUGH GEAR CHKLIST THEY LANDED AND THE GEAR WAS DOWN AND LOCKED. THE GEAR INDICATOR CIRCUIT BREAKER WAS POPPED BUT THERE WAS NO MENTION OF CHKING IT ON THE CHKLIST.

Narrative: AS WE FLEW OUR BASE LEG AND SELECTED GEAR DOWN, WE NOTICED OUR '3 GREEN' LIGHTS DID NOT APPEAR. QUICKLY, WE CYCLED THE GEAR AGAIN AND SAME OUTCOME OCCURRED, NO GEAR DOWN LIGHTS. WE FLEW A MISSED APCH AND VECTORS WHILE WE RAN THE EMER CHKLIST. THAT IS WHERE OUR PROB BEGAN. THE CHKLIST CALLED FOR EMER EXTENSION OF THE GEAR (PUMPING THE HYD SYS) BUT WE 'KNEW' THE GEAR WAS DOWN (WE HEARD IT). ALSO, WE VERIFIED GEAR DOWN BY MOVING PWR LEVERS BACK TO FLT IDLE (ONE AT A TIME) AND NO GEAR UNSAFE WARNING WAS HEARD. WE ALSO SET THE FLAPS TO 20 DEGS AND NO GEAR UNSAFE HORN WAS HEARD. THEREFORE WE WERE SATISFIED THAT THE GEAR WAS DOWN AND THE PROB WAS WITH OUR GEAR SAFE LIGHTS. NO EMER WAS DECLARED YET WE HAD ALL RESCUE VEHICLES STANDING BY AS WE LANDED. ANOTHER POINT (OUT OF SEQUENCE) IS THE TWR VISUALLY CHKED OUR GEAR, IT APPEARED DOWN. ONCE ON THE GND (ALL OK) WE NOTICED THE CIRCUIT BREAKER FOR THE GEAR LIGHTS WAS OUT. QUICK SIMPLE FIX -- THAT WAS THE PROB. MY CONCERN IS THAT WHILE UNDER THE PRESSURE OF FLYING THE ACFT AND FOLLOWING THE PROPER PROCS THERE IS AT NO TIME ANY REF TO THE CIRCUIT BREAKER. YES, WE SHOULD CHK THE CIRCUIT BREAKER. A GOOD IDEA, BUT NOT PART OF OUR TRAINED PROC. WE RAN ALL PROPER CHKLISTS AND EVEN SPOKE WITH OUR MAINT PERSONNEL. THERE WAS NEVER ANY MENTION OF A POPPED CIRCUIT BREAKER. MY SUGGESTION IS TO INCLUDE A CHKLIST FOR 'NO GEAR DOWN INDICATION' CHK CIRCUIT BREAKER, END OF LIST.

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.