Narrative:

Cruising at 4000 feet en route to ZZZ. I had a friend with me that is also a pilot. He is IFR rated and we were flying on an IFR flight plan. Heard a loud thud and felt a heavy bump in the floor. The red master gear unsafe warning light and buzzer came on. The master warning light stayed lit the rest of the flight. Scanned the panel and found all instruments displayed normal values. Landing gear indicator lights were not illuminated. Tried to recycle gear by extending and retracting several times. When lowered; only the main gear indicators were lit; no nose gear. Was on with ZZZ approach and notified them of the issue. They gave me a course change. I can't remember if it was 15 degrees right or the heading of 212. Requested and was approved for a low pass approach over runway xl for visual on gear position. I lowered the gear for the pass once again showing only main gear indicators lit. It was reported back to me that the nose gear was down but of course unknown if it was locked. Decided to fly back around for a landing; performing some more maneuvers in an attempt to lock the nose gear. It was not successful. I [notified ATC of our situation] and was cleared for approach on [runway] xr. I performed a soft field landing and cut the engine as I passed over the threshold. The prop quit spinning prior to the nose gear touching the runway. The nose gear held and I coasted to the first exit off the runway and was meet by emergency crew. Requested a tow and shut the rest of the plane down. Upon inspection; I discovered the upper drag link/gear lock had snapped in half causing the nose gear to fall down via gravity and spring assistance. The gear locking mechanism was no longer connected to the rest of the drag link making it impossible for the gear to lock in place. I have no idea why it did not collapse on landing but thrilled that it didn't. It should be noted that the replacement drag link from piper is different than the original part on the plane in that the area that snapped on the old part is now much heavier in design. I wonder if this has be proven to be a weakness in the past resulting in a better design.

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Original NASA ASRS Text

Title: PA28R pilot reported landing with the landing gear unsafe warning light illuminated; and the nose gear light unlit. Problem was found to be failure of the nose gear upper drag link.

Narrative: Cruising at 4000 feet en route to ZZZ. I had a friend with me that is also a pilot. He is IFR rated and we were flying on an IFR flight plan. Heard a loud thud and felt a heavy bump in the floor. The red master gear unsafe warning light and buzzer came on. The master warning light stayed lit the rest of the flight. Scanned the panel and found all instruments displayed normal values. Landing gear indicator lights were not illuminated. Tried to recycle gear by extending and retracting several times. When lowered; only the main gear indicators were lit; no nose gear. Was on with ZZZ Approach and notified them of the issue. They gave me a course change. I can't remember if it was 15 degrees right or the heading of 212. Requested and was approved for a low pass approach over Runway XL for visual on gear position. I lowered the gear for the pass once again showing only main gear indicators lit. It was reported back to me that the nose gear was down but of course unknown if it was locked. Decided to fly back around for a landing; performing some more maneuvers in an attempt to lock the nose gear. It was not successful. I [notified ATC of our situation] and was cleared for approach on [Runway] XR. I performed a soft field landing and cut the engine as I passed over the threshold. The prop quit spinning prior to the nose gear touching the runway. The nose gear held and I coasted to the first exit off the runway and was meet by emergency crew. Requested a tow and shut the rest of the plane down. Upon inspection; I discovered the upper drag link/gear lock had snapped in half causing the nose gear to fall down via gravity and spring assistance. The gear locking mechanism was no longer connected to the rest of the drag link making it impossible for the gear to lock in place. I have no idea why it did not collapse on landing but thrilled that it didn't. It should be noted that the replacement drag link from Piper is different than the original part on the plane in that the area that snapped on the old part is now much heavier in design. I wonder if this has be proven to be a weakness in the past resulting in a better design.

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.