Narrative:

Upon entering left downwind for runway 24 at teb, selected landing gear down. Left main gear would not indicate down and locked. No success despite several dozen cycling attempts and emergency extension procedures (including manual). A low pass by the tower confirmed gear appeared straight down. Declared emergency and requested crash fire rescue equipment equipment to stand by. Also requested transport for passenger to FBO after landing. Made long final, with copilot back at exit to expedite evacuate/evacuation in event of gear collapse. On very short final (in the flare), throttled engines to idle, feathered propellers, and pulled mixture controls to idle cutoff prior to touchdown. After touchdown killed mags, emergency pumps, alternators, and placed fuel selectors in off position. Allowed aircraft to roll to stop without braking. Disembarked passenger, then inspected left gear. Gear was unlocked (later determined to be due to paint and lubricant build up on actuator). Copilot, who is also a&P mechanic, was able to pull gear lock manually into locked position, with green light showing in cockpit. Restarted engines and taxied to FBO ramp. Ironically, less than a week before this incident, I had been considering the possibility of just such a situation, and had been going over what steps I would probably take. The result was the ability to handle the situation without any real confusion or vacillation. Once again, playing the 'what if' game paid off.

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Original NASA ASRS Text

Title: CHARTER SMT LANDED WITHOUT POSITIVE INDICATION THAT GEAR WAS LOCKED DOWN.

Narrative: UPON ENTERING LEFT DOWNWIND FOR RWY 24 AT TEB, SELECTED LNDG GEAR DOWN. LEFT MAIN GEAR WOULD NOT INDICATE DOWN AND LOCKED. NO SUCCESS DESPITE SEVERAL DOZEN CYCLING ATTEMPTS AND EMER EXTENSION PROCS (INCLUDING MANUAL). A LOW PASS BY THE TWR CONFIRMED GEAR APPEARED STRAIGHT DOWN. DECLARED EMER AND REQUESTED CFR EQUIPMENT TO STAND BY. ALSO REQUESTED TRANSPORT FOR PAX TO FBO AFTER LNDG. MADE LONG FINAL, WITH COPLT BACK AT EXIT TO EXPEDITE EVAC IN EVENT OF GEAR COLLAPSE. ON VERY SHORT FINAL (IN THE FLARE), THROTTLED ENGINES TO IDLE, FEATHERED PROPS, AND PULLED MIXTURE CONTROLS TO IDLE CUTOFF PRIOR TO TOUCHDOWN. AFTER TOUCHDOWN KILLED MAGS, EMER PUMPS, ALTERNATORS, AND PLACED FUEL SELECTORS IN OFF POSITION. ALLOWED ACFT TO ROLL TO STOP WITHOUT BRAKING. DISEMBARKED PAX, THEN INSPECTED LEFT GEAR. GEAR WAS UNLOCKED (LATER DETERMINED TO BE DUE TO PAINT AND LUBRICANT BUILD UP ON ACTUATOR). COPLT, WHO IS ALSO A&P MECHANIC, WAS ABLE TO PULL GEAR LOCK MANUALLY INTO LOCKED POSITION, WITH GREEN LIGHT SHOWING IN COCKPIT. RESTARTED ENGINES AND TAXIED TO FBO RAMP. IRONICALLY, LESS THAN A WEEK BEFORE THIS INCIDENT, I HAD BEEN CONSIDERING THE POSSIBILITY OF JUST SUCH A SITUATION, AND HAD BEEN GOING OVER WHAT STEPS I WOULD PROBABLY TAKE. THE RESULT WAS THE ABILITY TO HANDLE THE SITUATION WITHOUT ANY REAL CONFUSION OR VACILLATION. ONCE AGAIN, PLAYING THE 'WHAT IF' GAME PAID OFF.

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.