Narrative:

I was captain, and performing the PF duties of our air carrier flight from toronto pearson international to bradley international airport the evening of mar/tue/98. At approximately XA35Z we were conducting a visual approach to runway 24. Just prior to the motel fix the aircraft was configured for landing and the landing checklist completed. The landing gear was confirmed down and locked. We had, by this time, been cleared to land. Just inside of the motel fix at approximately 1500 ft AGL, the landing gear horn sounded and simultaneously, the right main landing gear was observed to be cycling between down and locked (3 green lights) and right main red (gear not down and locked) and gear handle in transit light illuminated. Hydraulic movement of some components of the landing gear system could be felt. By indication alone we could not determine if just the gear doors or the right main gear itself was moving. After about 3 cycles the landing gear returned to a normal indication. A missed approach was initiated and bradley tower was advised. After landing, I quickly left the aircraft to advise my dispatcher and the maintenance controller of the malfunction. I discussed with the company the possibility of a gear-down ferry to return the aircraft to toronto. It was decided that this was the best course of action and I returned to the aircraft to discuss this option with the crew. The first officer and I then referred to our flight operations manual and route manual for information on gear-down ferry flts. We also referred to the dash-8 flight manual and operating data manual. All the requirements of the FAA ferry permit, the transport canada ferry permit, the operating data manual and the applicable sections of the flight manual were reviewed. We ferried the aircraft back to toronto.

Google
 

Original NASA ASRS Text

Title: AN ACR DH8 FLC NOTICED THE R MAIN GEAR BEGIN CYCLING INTO AND OUT OF THE DOWN AND LOCKED POS ON FINAL APCH. THE CREW MADE A GAR AND THEN AFTER ASSURING THAT THE GEAR WAS NOW LOCKED IN POS A SAFE LNDG WAS MADE.

Narrative: I WAS CAPT, AND PERFORMING THE PF DUTIES OF OUR ACR FLT FROM TORONTO PEARSON INTL TO BRADLEY INTL ARPT THE EVENING OF MAR/TUE/98. AT APPROX XA35Z WE WERE CONDUCTING A VISUAL APCH TO RWY 24. JUST PRIOR TO THE MOTEL FIX THE ACFT WAS CONFIGURED FOR LNDG AND THE LNDG CHKLIST COMPLETED. THE LNDG GEAR WAS CONFIRMED DOWN AND LOCKED. WE HAD, BY THIS TIME, BEEN CLRED TO LAND. JUST INSIDE OF THE MOTEL FIX AT APPROX 1500 FT AGL, THE LNDG GEAR HORN SOUNDED AND SIMULTANEOUSLY, THE R MAIN LNDG GEAR WAS OBSERVED TO BE CYCLING BTWN DOWN AND LOCKED (3 GREEN LIGHTS) AND R MAIN RED (GEAR NOT DOWN AND LOCKED) AND GEAR HANDLE IN TRANSIT LIGHT ILLUMINATED. HYD MOVEMENT OF SOME COMPONENTS OF THE LNDG GEAR SYS COULD BE FELT. BY INDICATION ALONE WE COULD NOT DETERMINE IF JUST THE GEAR DOORS OR THE R MAIN GEAR ITSELF WAS MOVING. AFTER ABOUT 3 CYCLES THE LNDG GEAR RETURNED TO A NORMAL INDICATION. A MISSED APCH WAS INITIATED AND BRADLEY TWR WAS ADVISED. AFTER LNDG, I QUICKLY LEFT THE ACFT TO ADVISE MY DISPATCHER AND THE MAINT CTLR OF THE MALFUNCTION. I DISCUSSED WITH THE COMPANY THE POSSIBILITY OF A GEAR-DOWN FERRY TO RETURN THE ACFT TO TORONTO. IT WAS DECIDED THAT THIS WAS THE BEST COURSE OF ACTION AND I RETURNED TO THE ACFT TO DISCUSS THIS OPTION WITH THE CREW. THE FO AND I THEN REFERRED TO OUR FLT OPS MANUAL AND RTE MANUAL FOR INFO ON GEAR-DOWN FERRY FLTS. WE ALSO REFERRED TO THE DASH-8 FLT MANUAL AND OPERATING DATA MANUAL. ALL THE REQUIREMENTS OF THE FAA FERRY PERMIT, THE TRANSPORT CANADA FERRY PERMIT, THE OPERATING DATA MANUAL AND THE APPLICABLE SECTIONS OF THE FLT MANUAL WERE REVIEWED. WE FERRIED THE ACFT BACK TO TORONTO.

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.