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A flight instructor and student pilot encountered a right main landing gear downlock problem in a C172RG while practicing maneuvers. They worked the appropriate checklist; but could not resolve the problem. The instructor was able to visually confirm that the gear was not in the full down position. They were able to set down on the right gear during landing which fully extended and locked the gear leg.
| Attributes | |
| ACN | 1158244 |
| Time | |
| Date | 201403 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ADS.Airport |
| State Reference | TX |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Skyhawk 172/Cutlass 172 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Landing |
| Route In Use | Visual Approach |
| Flight Plan | None |
| Component | |
| Aircraft Component | Gear Extend/Retract Mechanism |
| Person 1 | |
| Function | Instructor Pilot Flying |
| Qualification | Flight Crew Instrument Flight Crew Commercial Flight Crew Flight Instructor Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 100 Flight Crew Total 1040 Flight Crew Type 40 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Ground Event / Encounter Other / Unknown |
Narrative:
The landing gear failed to fully extend while configuring for a power off stall. A positive 'gear down' light was not obtained and the 'emergency gear extension checklist' was completed. A positive gear down indication was not obtained. Sitting in the right seat; I could visually confirm that the right main landing gear was not completely down and locked. We (student and I) troubleshot the problem and completed all appropriate checklists prior to requesting flight following with approach control. Through approach; we declared an emergency and requested a low approach to verify the gear position. The tower controller said the 'right main landing gear appeared to not be fully down and locked.' the 'landing without positive gear down indication checklist' was completed; and a landing was requested. We landed on the right main first to 'seat' the gear and contend with the right crosswind. We also pulled the mixture (stopping the engine) after both mains had touched (in case the nosewheel was not down and locked). A positive gear down indication was received upon touching down. After rolling to a stop; the plane was restarted and taxied to parking. No visible damage to the aircraft/landing gear was observed. I was pleased with the CRM utilized in this situation. Both I and the student brainstormed possible ideas to get the right main down and locked; and worked to back each other up with the checklists/radio communications. A preflight inspection and accompanying checklist was completed prior to the flight and several gear extensions were successfully executed before the malfunction. However; a more diligent inspection of the landing gear system during preflight could have possibly revealed the (still yet unknown) mechanical issue that led to the incident.
Original NASA ASRS Text
Title: A flight instructor and student pilot encountered a right main landing gear downlock problem in a C172RG while practicing maneuvers. They worked the appropriate checklist; but could not resolve the problem. The Instructor was able to visually confirm that the gear was not in the full down position. They were able to set down on the right gear during landing which fully extended and locked the gear leg.
Narrative: The landing gear failed to fully extend while configuring for a power off stall. A positive 'gear down' light was not obtained and the 'Emergency Gear Extension Checklist' was completed. A positive gear down indication was not obtained. Sitting in the right seat; I could visually confirm that the right main landing gear was not completely down and locked. We (student and I) troubleshot the problem and completed all appropriate checklists prior to requesting flight following with Approach Control. Through Approach; we declared an emergency and requested a low approach to verify the gear position. The Tower Controller said the 'right main landing gear appeared to NOT be fully down and locked.' The 'Landing without Positive Gear down Indication Checklist' was completed; and a landing was requested. We landed on the right main first to 'seat' the gear and contend with the right crosswind. We also pulled the mixture (stopping the engine) after both mains had touched (in case the nosewheel was not down and locked). A positive gear down indication was received upon touching down. After rolling to a stop; the plane was restarted and taxied to parking. No visible damage to the aircraft/landing gear was observed. I was pleased with the CRM utilized in this situation. Both I and the student brainstormed possible ideas to get the right main down and locked; and worked to back each other up with the checklists/radio communications. A preflight inspection and accompanying checklist was completed prior to the flight and several gear extensions were successfully executed before the malfunction. However; a more diligent inspection of the landing gear system during preflight could have possibly revealed the (still yet unknown) mechanical issue that led to the incident.
Data retrieved from NASA's ASRS site 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.