Narrative:

Landing gear was selected down for landing at lga followed by no gear down indication. Go around was executed with gear lever raised but would not move up past the off position. Tower said gear appeared to be down and we departed traffic pattern to resolve problem. I requested that the first officer check all circuit breakers as being in which he did by moving his hand over each row of circuit breakers as I watched him. No tripped breakers were found at that time. The emergency gear extension checklist was completed but still no gear down indication. Emergency rescue vehicles were requested and standing by. All landing gear were verified down by visual inspection through the viewing ports. An aircraft flying 1000 ft below us verified gear down and gear doors closed. By this time, we were down to a fuel status of 4500/5000 pounds of fuel. Switched over to tower for landing and were advised that the port authority/authorized requested another flyby before landing. We agreed and executed the missed approach and were switched over to departure control. They planned to vector us out to a 15 mi final for traffic. That would have forced us to use our reserve fuel so we declared an emergency. Arrived at the gate with 3900 pounds fuel. On final when flaps were selected for landing the gear warning horn sounded. I requested the first officer pull the gear warning circuit breaker. When he looked back he saw that the gear 'air/ground relay and lights' circuit breaker was tripped. Upon reset, normal gear indication was observed. Tower was notified that after landing, we would clear the runway and stop to have our gear pinned. Upon clearing the runway, a police car pulled in front of us and stopped on the taxiway broadside to block us. I think the port authority/authorized is getting a little too bold in directing us to flyby and then block an aircraft that is moving and act as though we are criminals. Callback conversation with reporter revealed the following information: after the first go around, tower observed the gear down, but flight crew continued to a holding pattern to trouble-shoot and complete checklists. When returning for landing, tower told reporter that the port authority/authorized required another go around in order to verify that the gear was down. Reporter complied and when switching to departure control was told, due to traffic sequencing he would be set up on a 15 mi final. Reporter captain, apparently concerned about burning contingency fuel, would not accept the long final and declared an emergency. He was then given priority handling and landed uneventfully. However, after clearing the runway after landing, and waiting for gear pins to be installed. A port authority/authorized police car blocked his taxiway until after the gear pins were installed. Reporter thinks that the port authority/authorized is delving into areas outside of their jurisdiction.

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Original NASA ASRS Text

Title: ACFT EQUIP PROB. FLC INDUCED GEAR DOWN INDICATION.

Narrative: LNDG GEAR WAS SELECTED DOWN FOR LNDG AT LGA FOLLOWED BY NO GEAR DOWN INDICATION. GAR WAS EXECUTED WITH GEAR LEVER RAISED BUT WOULD NOT MOVE UP PAST THE OFF POS. TWR SAID GEAR APPEARED TO BE DOWN AND WE DEPARTED TFC PATTERN TO RESOLVE PROB. I REQUESTED THAT THE FO CHK ALL CIRCUIT BREAKERS AS BEING IN WHICH HE DID BY MOVING HIS HAND OVER EACH ROW OF CIRCUIT BREAKERS AS I WATCHED HIM. NO TRIPPED BREAKERS WERE FOUND AT THAT TIME. THE EMER GEAR EXTENSION CHKLIST WAS COMPLETED BUT STILL NO GEAR DOWN INDICATION. EMER RESCUE VEHICLES WERE REQUESTED AND STANDING BY. ALL LNDG GEAR WERE VERIFIED DOWN BY VISUAL INSPECTION THROUGH THE VIEWING PORTS. AN ACFT FLYING 1000 FT BELOW US VERIFIED GEAR DOWN AND GEAR DOORS CLOSED. BY THIS TIME, WE WERE DOWN TO A FUEL STATUS OF 4500/5000 LBS OF FUEL. SWITCHED OVER TO TWR FOR LNDG AND WERE ADVISED THAT THE PORT AUTH REQUESTED ANOTHER FLYBY BEFORE LNDG. WE AGREED AND EXECUTED THE MISSED APCH AND WERE SWITCHED OVER TO DEP CTL. THEY PLANNED TO VECTOR US OUT TO A 15 MI FINAL FOR TFC. THAT WOULD HAVE FORCED US TO USE OUR RESERVE FUEL SO WE DECLARED AN EMER. ARRIVED AT THE GATE WITH 3900 LBS FUEL. ON FINAL WHEN FLAPS WERE SELECTED FOR LNDG THE GEAR WARNING HORN SOUNDED. I REQUESTED THE FO PULL THE GEAR WARNING CIRCUIT BREAKER. WHEN HE LOOKED BACK HE SAW THAT THE GEAR 'AIR/GND RELAY AND LIGHTS' CIRCUIT BREAKER WAS TRIPPED. UPON RESET, NORMAL GEAR INDICATION WAS OBSERVED. TWR WAS NOTIFIED THAT AFTER LNDG, WE WOULD CLR THE RWY AND STOP TO HAVE OUR GEAR PINNED. UPON CLRING THE RWY, A POLICE CAR PULLED IN FRONT OF US AND STOPPED ON THE TXWY BROADSIDE TO BLOCK US. I THINK THE PORT AUTH IS GETTING A LITTLE TOO BOLD IN DIRECTING US TO FLYBY AND THEN BLOCK AN ACFT THAT IS MOVING AND ACT AS THOUGH WE ARE CRIMINALS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: AFTER THE FIRST GAR, TWR OBSERVED THE GEAR DOWN, BUT FLC CONTINUED TO A HOLDING PATTERN TO TROUBLE-SHOOT AND COMPLETE CHKLISTS. WHEN RETURNING FOR LNDG, TWR TOLD RPTR THAT THE PORT AUTH REQUIRED ANOTHER GAR IN ORDER TO VERIFY THAT THE GEAR WAS DOWN. RPTR COMPLIED AND WHEN SWITCHING TO DEP CTL WAS TOLD, DUE TO TFC SEQUENCING HE WOULD BE SET UP ON A 15 MI FINAL. RPTR CAPT, APPARENTLY CONCERNED ABOUT BURNING CONTINGENCY FUEL, WOULD NOT ACCEPT THE LONG FINAL AND DECLARED AN EMER. HE WAS THEN GIVEN PRIORITY HANDLING AND LANDED UNEVENTFULLY. HOWEVER, AFTER CLRING THE RWY AFTER LNDG, AND WAITING FOR GEAR PINS TO BE INSTALLED. A PORT AUTH POLICE CAR BLOCKED HIS TXWY UNTIL AFTER THE GEAR PINS WERE INSTALLED. RPTR THINKS THAT THE PORT AUTH IS DELVING INTO AREAS OUTSIDE OF THEIR JURISDICTION.

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.