Narrative:

I and my first officer were preparing to land in a beechcraft 1900. After a normal flight the landing gear handle was selected to the down position. The nose gear and right main gear indicated down and locked and the left main gear could be seen in the down position; but the pump continued to run. After the hydraulic pump 'timed out' the landing gear circuit breaker tripped and the pump stopped running. The left main gear appeared to be down and locked; but the red in transit light remained illuminated. We proceeded to the VOR west of the airport on a heading of 275; and held so that we could evaluate the situation. We ran the 'failure of landing gear to extend normally' checklist. The checklist directed us to contact dispatch and; through them; maintenance control. We had limited radio coverage and had to coordinate contact through our agents on the ground. Dispatch asked if we could go to where we have maintenance; but was unable to give us fuel burn; with the gear extended or drift down data; so we decided to stay here. We continued with the checklist; which directed us to manually extend the gear; but we were unable to pump the manual gear extension handle. Since we still could not obtain a safe gear down indication; we proceeded with all applicable checklists as directed in the QRH including the 'planned emergency' checklist. The passengers were briefed on the possibility of a problem with the left main gear. We notified the airport staff of our situation; declared an emergency; and proceeded to land after coordinating with crash fire rescue. Due to performance considerations; as well as concerns for the gear; we elected to land flaps 35 and to keep both engines running. We had a normal touchdown and rolled partially down the runway; where; as we slowed to 80 KTS; the left main gear collapsed. We stopped on the runway; slightly left of centerline. We secured the aircraft and evacuated all passengers out of the aft emergency exit on the right side of the aircraft without incident or injury. Total flight time was one hour and forty six minutes. Since debriefing with the company; we have been advised that there are indications that a manufacturing flaw in the actuator might have allowed fluid to be pumped overboard and prevented the gear from extending properly. The experience serves as a reminder that in aviation; 'murphy' was 'spot-on'; and 'that anything that can go wrong; will.' we must be ever watchful; vigilant; and prepared for the unexpected.

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Original NASA ASRS Text

Title: BE1900 flight crew reports an unsafe gear indication during approach although the gear appears down visually. Attempts at manual extension are unsuccessful and a landing with the unsafe indication is made. At 80 KTS the left main gear collapses.

Narrative: I and my First Officer were preparing to land in a Beechcraft 1900. After a normal flight the landing gear handle was selected to the down position. The nose gear and right main gear indicated down and locked and the left main gear could be seen in the down position; but the pump continued to run. After the hydraulic pump 'timed out' the landing gear circuit breaker tripped and the pump stopped running. The left main gear appeared to be down and locked; but the red in transit light remained illuminated. We proceeded to the VOR west of the airport on a heading of 275; and held so that we could evaluate the situation. We ran the 'Failure of Landing Gear to Extend Normally' checklist. The checklist directed us to contact Dispatch and; through them; Maintenance Control. We had limited radio coverage and had to coordinate contact through our agents on the ground. Dispatch asked if we could go to where we have maintenance; but was unable to give us fuel burn; with the gear extended or drift down data; so we decided to stay here. We continued with the checklist; which directed us to manually extend the gear; but we were unable to pump the manual gear extension handle. Since we still could not obtain a safe gear down indication; we proceeded with all applicable checklists as directed in the QRH including the 'Planned Emergency' checklist. The passengers were briefed on the possibility of a problem with the left main gear. We notified the airport staff of our situation; declared an emergency; and proceeded to land after coordinating with crash fire rescue. Due to performance considerations; as well as concerns for the gear; we elected to land Flaps 35 and to keep both engines running. We had a normal touchdown and rolled partially down the runway; where; as we slowed to 80 KTS; the left main gear collapsed. We stopped on the runway; slightly left of centerline. We secured the aircraft and evacuated all passengers out of the aft emergency exit on the right side of the aircraft without incident or injury. Total flight time was one hour and forty six minutes. Since debriefing with the Company; we have been advised that there are indications that a manufacturing flaw in the actuator might have allowed fluid to be pumped overboard and prevented the gear from extending properly. The experience serves as a reminder that in aviation; 'Murphy' was 'spot-on'; and 'that anything that can go wrong; will.' We must be ever watchful; vigilant; and prepared for the unexpected.

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.