Aircraft equipment problem creates a need for PIC to land his light transport without flaps, power b...

Attributes
ACN	254726
Time
Date	199310
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : fwa
State Reference	IN
Altitude	agl bound lower : 0 agl bound upper : 5000
Environment
Flight Conditions	Mixed
Light	Night
Aircraft 1
Controlling Facilities	tracon : fwa tower : fwa tower : lax
Operator	general aviation : corporate
Make Model Name	Light Transport, Low Wing, 2 Turboprop Eng
Flight Phase	climbout : takeoff descent : approach landing other
Flight Plan	IFR
Person 1
Affiliation	Other
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 60 flight time total : 2300
ASRS Report	254726
Person 2
Affiliation	Other
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : critical inflight encounter : weather
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : declared emergency none taken : anomaly accepted other
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	Pilot Deviation other

Narrative:

We were en route from teb to fwa and due to winds and IFR conditions at fwa we decided to stop at cak for fuel. Taxiing out for departure we made several sharp turns on the ground, using the radar looking at thunderstorms near the airport. We departed runway 23 after the thunderstorm cleared the airport. Upon gear retraction both red 'low hydraulic' lights illuminated and the gear retracted normally. Shortly after retraction, the left 'low hydraulic' lamp extinguished but the right lamp remained on. There were some hydraulic pressure fluctuations and about 2 mins later the right lamp extinguished. We felt no reason to return to cak for the problem disappeared and the WX was better at fwa now. The problem was discussed en route to fwa as to a possible hydraulic failure upon gear extension and the emergency checklist was referred to. The PF decided to attempt gear extension earlier than normal to allow for possible emergency gear extension procedures. Also, it was decided to hold off on extending any flaps until after gear extension in case we had total hydraulic failure when extending the flaps. Landing with no flaps increases vref only 10 KTS and this did not concern us. 11 mi out on the back course 23 approach we lowered the gear and both 'low hydraulic lamps' illuminated but the gear free fell to down and locked. Hydraulic pressure fell to '0' and the PNF proceeded with the emergency gear extension procedures and built up pressure with the hand pump. Also, the tower was called and it was requested to have emergency crews called out to follow us in case the gear folded up on landing even though no emergency was declared. We planned a no hydraulic landing which included no power brakes, no flaps and no hydraulic steering. An uneventful landing was made and we taxied to the hangar. Maintenance revealed a leak in the nose steering system. An M&D was filled out on the part.

Original NASA ASRS Text

Title: ACFT EQUIP PROB CREATES A NEED FOR PIC TO LAND HIS LTT WITHOUT FLAPS, PWR BRAKES OR NOSEWHEEL STEERING SYS. ASKS APCH FOR EMER GND EQUIP BUT FAILS TO SEE THE NEED FOR CALLING SIT AN EMER.

Narrative: WE WERE ENRTE FROM TEB TO FWA AND DUE TO WINDS AND IFR CONDITIONS AT FWA WE DECIDED TO STOP AT CAK FOR FUEL. TAXIING OUT FOR DEP WE MADE SEVERAL SHARP TURNS ON THE GND, USING THE RADAR LOOKING AT TSTMS NEAR THE ARPT. WE DEPARTED RWY 23 AFTER THE TSTM CLRED THE ARPT. UPON GEAR RETRACTION BOTH RED 'LOW HYD' LIGHTS ILLUMINATED AND THE GEAR RETRACTED NORMALLY. SHORTLY AFTER RETRACTION, THE L 'LOW HYD' LAMP EXTINGUISHED BUT THE R LAMP REMAINED ON. THERE WERE SOME HYD PRESSURE FLUCTUATIONS AND ABOUT 2 MINS LATER THE R LAMP EXTINGUISHED. WE FELT NO REASON TO RETURN TO CAK FOR THE PROB DISAPPEARED AND THE WX WAS BETTER AT FWA NOW. THE PROB WAS DISCUSSED ENRTE TO FWA AS TO A POSSIBLE HYD FAILURE UPON GEAR EXTENSION AND THE EMER CHKLIST WAS REFERRED TO. THE PF DECIDED TO ATTEMPT GEAR EXTENSION EARLIER THAN NORMAL TO ALLOW FOR POSSIBLE EMER GEAR EXTENSION PROCS. ALSO, IT WAS DECIDED TO HOLD OFF ON EXTENDING ANY FLAPS UNTIL AFTER GEAR EXTENSION IN CASE WE HAD TOTAL HYD FAILURE WHEN EXTENDING THE FLAPS. LNDG WITH NO FLAPS INCREASES VREF ONLY 10 KTS AND THIS DID NOT CONCERN US. 11 MI OUT ON THE BACK COURSE 23 APCH WE LOWERED THE GEAR AND BOTH 'LOW HYD LAMPS' ILLUMINATED BUT THE GEAR FREE FELL TO DOWN AND LOCKED. HYD PRESSURE FELL TO '0' AND THE PNF PROCEEDED WITH THE EMER GEAR EXTENSION PROCS AND BUILT UP PRESSURE WITH THE HAND PUMP. ALSO, THE TWR WAS CALLED AND IT WAS REQUESTED TO HAVE EMER CREWS CALLED OUT TO FOLLOW US IN CASE THE GEAR FOLDED UP ON LNDG EVEN THOUGH NO EMER WAS DECLARED. WE PLANNED A NO HYD LNDG WHICH INCLUDED NO PWR BRAKES, NO FLAPS AND NO HYD STEERING. AN UNEVENTFUL LNDG WAS MADE AND WE TAXIED TO THE HANGAR. MAINT REVEALED A LEAK IN THE NOSE STEERING SYS. AN M&D WAS FILLED OUT ON THE PART.

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.

Aircraft equipment problem creates a need for PIC to land his light transport without flaps, power brakes or nosewheel steering system. Asks approach for emergency ground equipment but fails to see the need for calling situation an emergency.