Narrative:

I was the PIC, and the only occupant, of a flight in our beech travelair (BE95) on jul/xx/94. I filed an instrument flight plan from honolulu, hawaii to kailua-kona, hawaii. I departed honolulu at approximately XA00 hours local time and planned the flight for approximately 1 hour and 15 min en route to kona. The departure and en route portions of the flight were normal. Upon reaching keahole airport at kailua-kona, I performed the standard descent and before landing procedures and checklists. No abnormalities were noted during these procedures. I received a 'green light' for gear down and locked as well as the pointer indicator located by the rudder pedals indicated the gear was down. I was cleared for the visual approach to runway 17 at keahole by the tower. During my final approach, the tower told me I had a gear problem and to go around. I executed a go around and told the tower that the gear indicators in the cockpit indicated I did not have a gear problem, and that I had a green light for gear down as well as the pointer indicator showed gear down. Tower told me to recycle the gear. I recycled the gear and asked tower for a low approach so they could confirm the gear down. On the low approach, tower said the left main gear did not come down. I then left the pattern to hold over the water directly off the airport and recycled the gear several times with the electric gear switch. Each time I cycled the gear I received a green down and locked light. I requested and was granted another low approach so the tower could visually check the gear extension. Tower said the gear still was not visible. I had a copy of the operator's manual for the be-95 on board and referenced the section regarding emergency gear extension. I performed the emergency gear extension procedures as outlined in the manual and found that after placing the gear handle in the down position, as provided in the manual, the hand crank would not rotate to the counter clockwise position due to the gear box already operating to its limit of travel. I made 2 more low approachs, recycling the gear after each approach, and tower confirmed that the left main gear was still not visible. I was then vectored to kahului airport on maui where I again made 1 more attempt to recycle the gear and make a low approach by maui tower. Maui tower confirmed that the left main did not come down. I followed the procedures for a gear up landing in the operating hand book and landed the aircraft on runway 2 with all gear in the up position. After the aircraft was lifted on a sling, an attempt was made by the operations crew at the airport to lower the landing gear. Again, the right main and nose gear extended, but the left main gear would not come down, even when a crow bar was used to pry on the gear. Mr. XXX, a&P, dissembled the left main gear assembly while the aircraft was suspended from a sling in order to lower the left main gear from its up position.

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Original NASA ASRS Text

Title: SMA TWIN HAS L MAIN LNDG GEAR STUCK IN THE UP POS AND WON'T EXTEND EVEN BY EMER PROCS. GEAR-UP LNDG IS MADE. MINOR ACFT DAMAGE AND NO INJURY TO THE PLT.

Narrative: I WAS THE PIC, AND THE ONLY OCCUPANT, OF A FLT IN OUR BEECH TRAVELAIR (BE95) ON JUL/XX/94. I FILED AN INSTR FLT PLAN FROM HONOLULU, HAWAII TO KAILUA-KONA, HAWAII. I DEPARTED HONOLULU AT APPROX XA00 HRS LCL TIME AND PLANNED THE FLT FOR APPROX 1 HR AND 15 MIN ENRTE TO KONA. THE DEP AND ENRTE PORTIONS OF THE FLT WERE NORMAL. UPON REACHING KEAHOLE ARPT AT KAILUA-KONA, I PERFORMED THE STANDARD DSCNT AND BEFORE LNDG PROCS AND CHKLISTS. NO ABNORMALITIES WERE NOTED DURING THESE PROCS. I RECEIVED A 'GREEN LIGHT' FOR GEAR DOWN AND LOCKED AS WELL AS THE POINTER INDICATOR LOCATED BY THE RUDDER PEDALS INDICATED THE GEAR WAS DOWN. I WAS CLRED FOR THE VISUAL APCH TO RWY 17 AT KEAHOLE BY THE TWR. DURING MY FINAL APCH, THE TWR TOLD ME I HAD A GEAR PROB AND TO GAR. I EXECUTED A GAR AND TOLD THE TWR THAT THE GEAR INDICATORS IN THE COCKPIT INDICATED I DID NOT HAVE A GEAR PROB, AND THAT I HAD A GREEN LIGHT FOR GEAR DOWN AS WELL AS THE POINTER INDICATOR SHOWED GEAR DOWN. TWR TOLD ME TO RECYCLE THE GEAR. I RECYCLED THE GEAR AND ASKED TWR FOR A LOW APCH SO THEY COULD CONFIRM THE GEAR DOWN. ON THE LOW APCH, TWR SAID THE L MAIN GEAR DID NOT COME DOWN. I THEN LEFT THE PATTERN TO HOLD OVER THE WATER DIRECTLY OFF THE ARPT AND RECYCLED THE GEAR SEVERAL TIMES WITH THE ELECTRIC GEAR SWITCH. EACH TIME I CYCLED THE GEAR I RECEIVED A GREEN DOWN AND LOCKED LIGHT. I REQUESTED AND WAS GRANTED ANOTHER LOW APCH SO THE TWR COULD VISUALLY CHK THE GEAR EXTENSION. TWR SAID THE GEAR STILL WAS NOT VISIBLE. I HAD A COPY OF THE OPERATOR'S MANUAL FOR THE BE-95 ON BOARD AND REFERENCED THE SECTION REGARDING EMER GEAR EXTENSION. I PERFORMED THE EMER GEAR EXTENSION PROCS AS OUTLINED IN THE MANUAL AND FOUND THAT AFTER PLACING THE GEAR HANDLE IN THE DOWN POS, AS PROVIDED IN THE MANUAL, THE HAND CRANK WOULD NOT ROTATE TO THE COUNTER CLOCKWISE POS DUE TO THE GEAR BOX ALREADY OPERATING TO ITS LIMIT OF TRAVEL. I MADE 2 MORE LOW APCHS, RECYCLING THE GEAR AFTER EACH APCH, AND TWR CONFIRMED THAT THE L MAIN GEAR WAS STILL NOT VISIBLE. I WAS THEN VECTORED TO KAHULUI ARPT ON MAUI WHERE I AGAIN MADE 1 MORE ATTEMPT TO RECYCLE THE GEAR AND MAKE A LOW APCH BY MAUI TWR. MAUI TWR CONFIRMED THAT THE L MAIN DID NOT COME DOWN. I FOLLOWED THE PROCS FOR A GEAR UP LNDG IN THE OPERATING HAND BOOK AND LANDED THE ACFT ON RWY 2 WITH ALL GEAR IN THE UP POS. AFTER THE ACFT WAS LIFTED ON A SLING, AN ATTEMPT WAS MADE BY THE OPS CREW AT THE ARPT TO LOWER THE LNDG GEAR. AGAIN, THE R MAIN AND NOSE GEAR EXTENDED, BUT THE L MAIN GEAR WOULD NOT COME DOWN, EVEN WHEN A CROW BAR WAS USED TO PRY ON THE GEAR. MR. XXX, A&P, DISSEMBLED THE L MAIN GEAR ASSEMBLY WHILE THE ACFT WAS SUSPENDED FROM A SLING IN ORDER TO LOWER THE L MAIN GEAR FROM ITS UP POS.

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.