Flight crew unable to normally lower nose gear to down and lock green light condition--bounced the r...

Attributes
ACN	177067
Time
Date	199104
Day	Thu
Local Time Of Day	0001 To 0600
Place
Locale Reference	airport : msy
State Reference	LA
Altitude	agl bound lower : 0 agl bound upper : 2000
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : msy tower : msy
Operator	common carrier : air taxi
Make Model Name	Light Transport, Low Wing, 2 Turbojet Eng
Flight Phase	landing other
Flight Plan	IFR
Person 1
Affiliation	company : air taxi
Function	flight crew : first officer
Qualification	pilot : commercial pilot : instrument pilot : atp
Experience	flight time last 90 days : 200 flight time total : 8500 flight time type : 40
ASRS Report	177067
Person 2
Affiliation	company : air taxi
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : instrument
Events
Anomaly	aircraft equipment problem : critical other anomaly other other anomaly other
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted other
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

As we turned final about 5 mi out, the captain called for gear down. I lowered the gear and noticed that we had green lights for the 2 main gear only. After checking to see if nose gear indicator was working, I checked the hydraulic pressure and saw that it was reading 0. I then informed the captain that we had no nose gear indication and no hydraulic pressure. The captain informed the tower of our situation and requested a fly-by so that they may check our gear. Upon completion of the fly-by, the tower said that the nose gear did not appear to be fully extended. We climbed back to about 2000' and revised the executed the emergency gear extension procedure. After the procedure, we still had no nose gear indication. We did another fly-by and the tower confirmed that the nose gear still did not appear to be fully extended. The captain then asked tower to call our company and a land line and inform them of our situation, and the captain and I discussed our options. We decided to try a touch and go to try and bounce to nose gear out. We flew the approach at about 150 KTS. This attempt also failed to extend the nose gear. We decided to burn off some fuel so that we could try again at a slower airspeed. A second attempt was tried at 130 KTS and was successful. The captain and I discussed the landing west/O brakes. We elected to use runway 19. Although runway 28 was 800' longer, it had a 10' concrete barrier at the end and construction on both sides. There was no wind. We decided that on landing the captain would apply the thrust reversers and I would hit the speed brakes. Vref was calculated at 114 KTS and we crossed the fence at about 110 KTS. Upon landing, I hit the speed brakes and the captain applied the reversers. He then said that the reversers were not working and shut down the engines to stop residual thrust. I was trying to help the captain keep the aircraft straight with the rudders. About the 1000' markers we were still doing about 90 KTS. We decided to go off the right side of the runway and used the grass to stop.

Original NASA ASRS Text

Title: FLT CREW UNABLE TO NORMALLY LOWER NOSE GEAR TO DOWN AND LOCK GREEN LIGHT CONDITION--BOUNCED THE RWY AND GOT GREEN NOSE LIGHT--UNABLE TO REVERSE ON LNDG TURNED OFF INTO SOFT GRASS AREA TO FACILITATE SUCCESSFUL STOP. LOSS OF HYDRAULIC PRESSURE CAUSED THE EMERGENCY.

Narrative: AS WE TURNED FINAL ABOUT 5 MI OUT, THE CAPT CALLED FOR GEAR DOWN. I LOWERED THE GEAR AND NOTICED THAT WE HAD GREEN LIGHTS FOR THE 2 MAIN GEAR ONLY. AFTER CHKING TO SEE IF NOSE GEAR INDICATOR WAS WORKING, I CHKED THE HYD PRESSURE AND SAW THAT IT WAS READING 0. I THEN INFORMED THE CAPT THAT WE HAD NO NOSE GEAR INDICATION AND NO HYDRAULIC PRESSURE. THE CAPT INFORMED THE TWR OF OUR SITUATION AND REQUESTED A FLY-BY SO THAT THEY MAY CHK OUR GEAR. UPON COMPLETION OF THE FLY-BY, THE TWR SAID THAT THE NOSE GEAR DID NOT APPEAR TO BE FULLY EXTENDED. WE CLBED BACK TO ABOUT 2000' AND REVISED THE EXECUTED THE EMER GEAR EXTENSION PROC. AFTER THE PROC, WE STILL HAD NO NOSE GEAR INDICATION. WE DID ANOTHER FLY-BY AND THE TWR CONFIRMED THAT THE NOSE GEAR STILL DID NOT APPEAR TO BE FULLY EXTENDED. THE CAPT THEN ASKED TWR TO CALL OUR COMPANY AND A LAND LINE AND INFORM THEM OF OUR SITUATION, AND THE CAPT AND I DISCUSSED OUR OPTIONS. WE DECIDED TO TRY A TOUCH AND GO TO TRY AND BOUNCE TO NOSE GEAR OUT. WE FLEW THE APCH AT ABOUT 150 KTS. THIS ATTEMPT ALSO FAILED TO EXTEND THE NOSE GEAR. WE DECIDED TO BURN OFF SOME FUEL SO THAT WE COULD TRY AGAIN AT A SLOWER AIRSPD. A SECOND ATTEMPT WAS TRIED AT 130 KTS AND WAS SUCCESSFUL. THE CAPT AND I DISCUSSED THE LNDG W/O BRAKES. WE ELECTED TO USE RWY 19. ALTHOUGH RWY 28 WAS 800' LONGER, IT HAD A 10' CONCRETE BARRIER AT THE END AND CONSTRUCTION ON BOTH SIDES. THERE WAS NO WIND. WE DECIDED THAT ON LNDG THE CAPT WOULD APPLY THE THRUST REVERSERS AND I WOULD HIT THE SPD BRAKES. VREF WAS CALCULATED AT 114 KTS AND WE CROSSED THE FENCE AT ABOUT 110 KTS. UPON LNDG, I HIT THE SPD BRAKES AND THE CAPT APPLIED THE REVERSERS. HE THEN SAID THAT THE REVERSERS WERE NOT WORKING AND SHUT DOWN THE ENGS TO STOP RESIDUAL THRUST. I WAS TRYING TO HELP THE CAPT KEEP THE ACFT STRAIGHT WITH THE RUDDERS. ABOUT THE 1000' MARKERS WE WERE STILL DOING ABOUT 90 KTS. WE DECIDED TO GO OFF THE RIGHT SIDE OF THE RWY AND USED THE GRASS TO STOP.

Data retrieved from NASA's ASRS site as of July 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.

Flight crew unable to normally lower nose gear to down and lock green light condition--bounced the runway and got green nose light--unable to reverse on landing turned off into soft grass area to facilitate successful stop. Loss of hydraulic pressure caused the emergency.