Narrative:

On approach the landing gear failed to extend normally. The green lights for the left main and nose gear illuminated; however; the green 'right and H' lights for the right main did not. In addition; the red landing gear in-transit light remained illuminated. We executed a missed approach and proceeded to the published holding pattern over the VOR. Upon entering the holding pattern we declared an emergency due to the unsafe gear; and had the emergency responders advised of our problem. In addition; we informed the station; who informed dispatch. The station acted as a relay between maintenance control; dispatch; and ourselves throughout the remainder of the emergency and did a wonderful job. We performed the emergency checklist for 'landing gear in-transit indication'; as well as the abnormal checklist for 'landing gear fails to extend normally.' the second checklist brought to our attention that the power lever and flaps portions of the landing gear warning system were satisfied; thus indicating the gear was safe. During this time the red landing gear in-transit light flickered on and off several times; however; it remained illuminated most of the time. We elected to perform the abnormal checklist for manual landing gear extension as a precaution. Despite much pumping on the landing gear alternate extension handle; the 'right and H' for the right main gear would not illuminate; although they worked just fine when the annunciator 'press to test' was pushed. At this point; I asked the first officer to look and see if she could see the right main gear. She said she could barely see it; but as far as she could tell it looked to be normally extended. We decided to do a flyby to have the fire department and our agents look for irregularities with the right main gear. Both parties advised that as far as they could tell the gear was down. At this point we returned to the holding pattern and elected to perform the 'planned emergency preparation' checklist and the abnormal checklist for 'landing with one main gear unsafe' just in case the gear happened to collapse upon landing. Despite the 'landing with one main gear unsafe' instructions; I elected not to shut down the right engine on short final. I have always felt this portion of the checklist presents an unacceptable level of risk; and due to the lack of a landing gear warning horn I felt relatively assured that the landing gear was down. We continued to hold down to reserve fuel (800 pounds) before landing; upon landing the 'right and H' for the right main gear illuminated; although the red in-transit light remained illuminated. The landing gear felt solid; and it didn't collapse. The passengers we're very relieved to be safely on the ground. I had originally planned on not taxing to the gate; however; I elected to due to the fact that the right main gear felt solid; and the green 'right and H' had illuminated. We de-boarded uneventfully and the passengers all thanked us for getting them down safely. We did a good job of keeping them in the loop throughout the emergency. The station; fire department; airport operations; and center all did a great job in providing whatever assistance they could. Upon performing the exterior inspection we could find no obvious flaws with the right main gear; however; we did collaborate with maintenance control in generating a discrepancy for the logbook.to the best of my knowledge; we acted appropriately throughout the event. In addition; I do not believe we violated SOP or FAA regulations. However; I am filling this report to help alert the company of the alarming frequency of landing gear related events with the BE1900 fleet. This particular aircraft; had landing gear trouble only a few days prior with the left main gear.

Related reports:

Google
 

Original NASA ASRS Text

Title: BE1900 Captain describes an unsafe gear indication during approach resulting in a go around. Manual pumping does not result in a safe gear indication but the lack of a landing gear warning horn with the thrust retarded is a positive indication and a near normal landing ensues. The aircraft had a history of unsafe gear indications.

Narrative: On approach the landing gear failed to extend normally. The green lights for the left main and nose gear illuminated; however; the green 'R and H' lights for the right main did not. In addition; the red landing gear in-transit light remained illuminated. We executed a missed approach and proceeded to the published holding pattern over the VOR. Upon entering the holding pattern we declared an emergency due to the unsafe gear; and had the emergency responders advised of our problem. In addition; we informed the Station; who informed Dispatch. The Station acted as a relay between Maintenance Control; Dispatch; and ourselves throughout the remainder of the emergency and did a wonderful job. We performed the emergency checklist for 'landing gear in-transit indication'; as well as the abnormal checklist for 'landing gear fails to extend normally.' The second checklist brought to our attention that the power lever and flaps portions of the landing gear warning system were satisfied; thus indicating the gear was safe. During this time the red landing gear in-transit light flickered on and off several times; however; it remained illuminated most of the time. We elected to perform the abnormal checklist for manual landing gear extension as a precaution. Despite much pumping on the landing gear alternate extension handle; the 'R and H' for the right main gear would not illuminate; although they worked just fine when the annunciator 'press to test' was pushed. At this point; I asked the First Officer to look and see if she could see the right main gear. She said she could barely see it; but as far as she could tell it looked to be normally extended. We decided to do a flyby to have the Fire Department and our agents look for irregularities with the right main gear. Both parties advised that as far as they could tell the gear was down. At this point we returned to the holding pattern and elected to perform the 'planned emergency preparation' checklist and the abnormal checklist for 'landing with one main gear unsafe' just in case the gear happened to collapse upon landing. Despite the 'landing with one main gear unsafe' instructions; I elected not to shut down the right engine on short final. I have always felt this portion of the checklist presents an unacceptable level of risk; and due to the lack of a landing gear warning horn I felt relatively assured that the landing gear was down. We continued to hold down to reserve fuel (800 LBS) before landing; upon landing the 'R and H' for the right main gear illuminated; although the red in-transit light remained illuminated. The landing gear felt solid; and it didn't collapse. The passengers we're very relieved to be safely on the ground. I had originally planned on not taxing to the gate; however; I elected to due to the fact that the right main gear felt solid; and the green 'R and H' had illuminated. We de-boarded uneventfully and the passengers all thanked us for getting them down safely. We did a good job of keeping them in the loop throughout the emergency. The Station; Fire Department; Airport Operations; and Center all did a great job in providing whatever assistance they could. Upon performing the exterior inspection we could find no obvious flaws with the right main gear; however; we did collaborate with Maintenance Control in generating a discrepancy for the logbook.To the best of my knowledge; we acted appropriately throughout the event. In addition; I do not believe we violated SOP or FAA regulations. However; I am filling this report to help alert the company of the alarming frequency of landing gear related events with the BE1900 fleet. This particular aircraft; had landing gear trouble only a few days prior with the left main gear.

Data retrieved from NASA's ASRS site as of July 2013 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.