Narrative:

The event was caused by ground personnel leaving a set of wheel chocks in the main gear well. The flight appeared normal until on approach, when the captain announced that there was a problem with the landing gear. He then flew by the charlotte cto tower for a visual inspection. Upon inspection by the tower, the landing gear did not appear down, and the flight was going to proceed to greensboro,. I then asked a F/a to tell the captain that there was a check captain on board, and I was asked to come to the cockpit. The landing gear indicated, nose gear down, and both main gear red intransit lights on. The first officer checked the main gear viewers in the cabin, and could tell that the gear had started to extend, but was not extended. Was used to all the normal and emergency gear extension procedures. This was accomplished in coordination with the company. None of these procedures were successful. It was then decided to climb to altitude and perform some accelerated G maneuvers to try and dislodge the gear. This was accomplished with several positive and slightly negative application of G forces, which resulted in the extension of the right gear. Further attempts were made to lower the left gear, including a side slip maneuver, none of these were successful. It was then decided to try bouncing the aircraft on the runway. 2 apches and lndgs were made on the extended right landing gear to no avail. At this time there was 3000 pounds of fuel left on board, and it was decided to prepare for landing. The passenger were briefed during the entire process, and there was time for the F/a's to thoroughly drill the passenger on evacuate/evacuation, so when it became obvious an emergency landing was necessary, the cabin was prepared. All procedures in the manual, pertinent to a 1 gear up landing, were reviewed. The aircraft made the approach with flaps 40 degree, spoilers manual, anti-skid off. As the aircraft touched down on the right gear, the left engine was shut down with the start lever. The captain then extended the spoilers to the flight detent, and the left engine contacted the ground immediately thereafter. There was a firm impact and the aircraft slid to the left of centerline about 10 feet, then tracked straight down the runway. As soon as the aircraft came to a stop, the fire trucks covered the left engine area with foam. There was no cockpit indication of fire. The evacuate/evacuation signal was given, and began immediately. The captain evacuated through the cockpit window, and proceeded to the slides. The first officer and I proceeded to the cabin and assisted from there. All passenger were evacuated without injury, through the aircraft right service door, both overwing exits. The left rear service door was also used since there was no fire and the door was close to the ground.

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Original NASA ASRS Text

Title: FLT CREW OF MLG UNABLE TO EXTEND LEFT GEAR TO DOWN LOCKED POSITION. LANDED. DAMAGE TO LEFT ENGINE.

Narrative: THE EVENT WAS CAUSED BY GND PERSONNEL LEAVING A SET OF WHEEL CHOCKS IN THE MAIN GEAR WELL. THE FLT APPEARED NORMAL UNTIL ON APCH, WHEN THE CAPT ANNOUNCED THAT THERE WAS A PROBLEM WITH THE LNDG GEAR. HE THEN FLEW BY THE CHARLOTTE CTO TWR FOR A VISUAL INSPECTION. UPON INSPECTION BY THE TWR, THE LNDG GEAR DID NOT APPEAR DOWN, AND THE FLT WAS GOING TO PROCEED TO GREENSBORO,. I THEN ASKED A F/A TO TELL THE CAPT THAT THERE WAS A CHECK CAPT ON BOARD, AND I WAS ASKED TO COME TO THE COCKPIT. THE LNDG GEAR INDICATED, NOSE GEAR DOWN, AND BOTH MAIN GEAR RED INTRANSIT LIGHTS ON. THE F/O CHECKED THE MAIN GEAR VIEWERS IN THE CABIN, AND COULD TELL THAT THE GEAR HAD STARTED TO EXTEND, BUT WAS NOT EXTENDED. WAS USED TO ALL THE NORMAL AND EMER GEAR EXTENSION PROCS. THIS WAS ACCOMPLISHED IN COORD WITH THE COMPANY. NONE OF THESE PROCS WERE SUCCESSFUL. IT WAS THEN DECIDED TO CLIMB TO ALT AND PERFORM SOME ACCELERATED G MANEUVERS TO TRY AND DISLODGE THE GEAR. THIS WAS ACCOMPLISHED WITH SEVERAL POSITIVE AND SLIGHTLY NEGATIVE APPLICATION OF G FORCES, WHICH RESULTED IN THE EXTENSION OF THE RIGHT GEAR. FURTHER ATTEMPTS WERE MADE TO LOWER THE LEFT GEAR, INCLUDING A SIDE SLIP MANEUVER, NONE OF THESE WERE SUCCESSFUL. IT WAS THEN DECIDED TO TRY BOUNCING THE ACFT ON THE RWY. 2 APCHES AND LNDGS WERE MADE ON THE EXTENDED RIGHT LNDG GEAR TO NO AVAIL. AT THIS TIME THERE WAS 3000 LBS OF FUEL LEFT ON BOARD, AND IT WAS DECIDED TO PREPARE FOR LNDG. THE PAX WERE BRIEFED DURING THE ENTIRE PROCESS, AND THERE WAS TIME FOR THE F/A'S TO THOROUGHLY DRILL THE PAX ON EVAC, SO WHEN IT BECAME OBVIOUS AN EMER LNDG WAS NECESSARY, THE CABIN WAS PREPARED. ALL PROCS IN THE MANUAL, PERTINENT TO A 1 GEAR UP LNDG, WERE REVIEWED. THE ACFT MADE THE APCH WITH FLAPS 40 DEG, SPOILERS MANUAL, ANTI-SKID OFF. AS THE ACFT TOUCHED DOWN ON THE RIGHT GEAR, THE LEFT ENGINE WAS SHUT DOWN WITH THE START LEVER. THE CAPT THEN EXTENDED THE SPOILERS TO THE FLT DETENT, AND THE LEFT ENGINE CONTACTED THE GND IMMEDIATELY THEREAFTER. THERE WAS A FIRM IMPACT AND THE ACFT SLID TO THE LEFT OF CENTERLINE ABOUT 10 FEET, THEN TRACKED STRAIGHT DOWN THE RWY. AS SOON AS THE ACFT CAME TO A STOP, THE FIRE TRUCKS COVERED THE LEFT ENGINE AREA WITH FOAM. THERE WAS NO COCKPIT INDICATION OF FIRE. THE EVAC SIGNAL WAS GIVEN, AND BEGAN IMMEDIATELY. THE CAPT EVACUATED THROUGH THE COCKPIT WINDOW, AND PROCEEDED TO THE SLIDES. THE F/O AND I PROCEEDED TO THE CABIN AND ASSISTED FROM THERE. ALL PAX WERE EVACUATED WITHOUT INJURY, THROUGH THE ACFT RIGHT SERVICE DOOR, BOTH OVERWING EXITS. THE LEFT REAR SERVICE DOOR WAS ALSO USED SINCE THERE WAS NO FIRE AND THE DOOR WAS CLOSE TO THE GND.

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.