|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : mci|
|Altitude||msl bound lower : 2500|
msl bound upper : 2500
|Controlling Facilities||tower : mci|
|Operator||common carrier : air carrier|
|Make Model Name||Medium Large Transport, Low Wing, 2 Turbojet Eng|
|Flight Phase||descent : approach|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 180|
flight time total : 12500
flight time type : 2000
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||aircraft equipment other aircraft equipment : unspecified|
other flight crewa
|Resolutory Action||flight crew : overcame equipment problem|
|Consequence||faa : reviewed incident with flight crew|
|Air Traffic Incident||other|
On final we put the gear down--nose gear showed red light and no green. We recycled the gear--no change. We flew by the tower at 1000' AGL--they confirmed it appeared to be down. We had heard it come out of the wheel well so we knew, at least, it was not up. We had an observer (company pilot) on the jump seat and after flying by the tower he looked through the viewport in the floor and confirmed the gear was fully extended. He also helped find and pull the aural warning circuit breaker. We landed uneventfully. The problem turned out to be proximity switch linkage not positioning correctly. We found three previous write ups in the log book and the non-company mechanic at mci said our company told him this was the seventh time this had happened. Two observations: 1) it shouldn't take seven times to fix a simple problem like this. Airplanes have crashed in the past due to similar problems. 2) the observer, who normally isn't there, was a big help and allowed both pilots to stay in their seats during this high work load period.
Original NASA ASRS Text
Title: NOSE GEAR UNSAFE WARNING.
Narrative: ON FINAL WE PUT THE GEAR DOWN--NOSE GEAR SHOWED RED LIGHT AND NO GREEN. WE RECYCLED THE GEAR--NO CHANGE. WE FLEW BY THE TWR AT 1000' AGL--THEY CONFIRMED IT APPEARED TO BE DOWN. WE HAD HEARD IT COME OUT OF THE WHEEL WELL SO WE KNEW, AT LEAST, IT WAS NOT UP. WE HAD AN OBSERVER (COMPANY PLT) ON THE JUMP SEAT AND AFTER FLYING BY THE TWR HE LOOKED THROUGH THE VIEWPORT IN THE FLOOR AND CONFIRMED THE GEAR WAS FULLY EXTENDED. HE ALSO HELPED FIND AND PULL THE AURAL WARNING CIRCUIT BREAKER. WE LANDED UNEVENTFULLY. THE PROBLEM TURNED OUT TO BE PROXIMITY SWITCH LINKAGE NOT POSITIONING CORRECTLY. WE FOUND THREE PREVIOUS WRITE UPS IN THE LOG BOOK AND THE NON-COMPANY MECHANIC AT MCI SAID OUR COMPANY TOLD HIM THIS WAS THE SEVENTH TIME THIS HAD HAPPENED. TWO OBSERVATIONS: 1) IT SHOULDN'T TAKE SEVEN TIMES TO FIX A SIMPLE PROBLEM LIKE THIS. AIRPLANES HAVE CRASHED IN THE PAST DUE TO SIMILAR PROBLEMS. 2) THE OBSERVER, WHO NORMALLY ISN'T THERE, WAS A BIG HELP AND ALLOWED BOTH PILOTS TO STAY IN THEIR SEATS DURING THIS HIGH WORK LOAD PERIOD.
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.