Narrative:

I was the captain on flight from pbi to ewr. At 200 ft AGL we got an unsafe gear indication followed by an aural warning. I missed the approach and left the area to have time to follow our flight manual procedures and verify if the landing gear was indeed down or not. The landing gear was verified down after a visual inspection by my first officer. During the missed approach we were confused as to what altitude we were given to climb to. We both thought we were told to climb to 3000 ft, but later instructions from the tower told us to maintain 2000 ft. I immediately descended back to 2000 ft having climbed no higher than 2500 ft. There was no conflict with any other air traffic. After verifying that our landing gear was indeed down and locked, my first officer coordinated with X maintenance at ewr to install our gear pins before we taxied to a gate. We made an uneventful normal landing at ewr with the emergency equipment standing by. After clearing the runway I parked the aircraft so that the gear pins could be installed. To coordinate this effort we attempted to call company maintenance on frequency 131.22, but instead we were communicating with Y maintenance on this same frequency. Our gear pins were eventually installed by our ramp people, who were escorted to our aircraft by ewr part authority/authorized. We were then hooked up to a tug and towed to our gate. The company then advised arinc about our frequency problem at the south end of ewr airport.

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Original NASA ASRS Text

Title: ALTDEV. MISCOM ON MISSED APCH.

Narrative: I WAS THE CAPT ON FLT FROM PBI TO EWR. AT 200 FT AGL WE GOT AN UNSAFE GEAR INDICATION FOLLOWED BY AN AURAL WARNING. I MISSED THE APCH AND LEFT THE AREA TO HAVE TIME TO FOLLOW OUR FLT MANUAL PROCS AND VERIFY IF THE LNDG GEAR WAS INDEED DOWN OR NOT. THE LNDG GEAR WAS VERIFIED DOWN AFTER A VISUAL INSPECTION BY MY FO. DURING THE MISSED APCH WE WERE CONFUSED AS TO WHAT ALT WE WERE GIVEN TO CLB TO. WE BOTH THOUGHT WE WERE TOLD TO CLB TO 3000 FT, BUT LATER INSTRUCTIONS FROM THE TWR TOLD US TO MAINTAIN 2000 FT. I IMMEDIATELY DSNDED BACK TO 2000 FT HAVING CLBED NO HIGHER THAN 2500 FT. THERE WAS NO CONFLICT WITH ANY OTHER AIR TFC. AFTER VERIFYING THAT OUR LNDG GEAR WAS INDEED DOWN AND LOCKED, MY FO COORDINATED WITH X MAINT AT EWR TO INSTALL OUR GEAR PINS BEFORE WE TAXIED TO A GATE. WE MADE AN UNEVENTFUL NORMAL LNDG AT EWR WITH THE EMER EQUIP STANDING BY. AFTER CLRING THE RWY I PARKED THE ACFT SO THAT THE GEAR PINS COULD BE INSTALLED. TO COORDINATE THIS EFFORT WE ATTEMPTED TO CALL COMPANY MAINT ON FREQ 131.22, BUT INSTEAD WE WERE COMMUNICATING WITH Y MAINT ON THIS SAME FREQ. OUR GEAR PINS WERE EVENTUALLY INSTALLED BY OUR RAMP PEOPLE, WHO WERE ESCORTED TO OUR ACFT BY EWR PART AUTH. WE WERE THEN HOOKED UP TO A TUG AND TOWED TO OUR GATE. THE COMPANY THEN ADVISED ARINC ABOUT OUR FREQ PROB AT THE S END OF EWR ARPT.

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.