Narrative:

On final at pwm, first officer, the PF, called for the landing checklist. The left main landing gear did not report down and locked. We abandoned the approach, requested radar vectors and went to the gear down, unsafe checklist. We informed the tower and our operations of the problem. After this we encountered 2 things that caused considerable delays. We could not get through the checklist as everyone in the world kept interrupting us to talk to us about our problem. We were able, after a while, to get the interruptions down to a minimum and concentrate as a crew on performing the checklist, plus informing the flight attendant and the passenger of our problem. The second problem was the hand pump selector lever. It was not installed properly and it took us about 15 mins of manipulating it while pumping to determine that we did have it in the land gear/flaps position and were indeed unable to pump the gear to a down and locked position. The selector lever was installed so that it was actually rotated about 60 degrees to the right of where it should be for the indexed position for the lever. After completion of the gear down, unsafe checklist and our second and third reading of it to make sure we had done all the required actions, we informed the flight attendant and passenger of the full problem, briefed the flight attendant and then the passenger on what we would be doing and had her begin preparing the passenger using planned emergency landing procedures. We then proceeded to make 2 low passes for the tower and the emergency equipment operators to get a look at our gear. We knew the left main gear was hanging down. We wanted to know if it was down and vertical or just partially down. The emergency equipment operators put a bright light on us and said that the 2 landing gears appeared to be hanging in the same position. Since the right gear was down and locked, this was encouraging news. We then took about 12 more mins of delay to let some holding aircraft land ahead of us, and then performed a straight-in, 9 mi final for runway 29. The emergency landing checklist was used. I was the PF for the landing. The passenger were braced for the landing. Touchdown was on the right main, then I tested the left once, then settled the plane down on both mains and the nose gear. We stopped straight ahead, on the runway. Shutdown was accomplished. The gear pins were installed. The passenger were deplaned through the main exit in a normal manner and taken to the terminal in a large passenger van. The aircraft was then towed to parking.

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Original NASA ASRS Text

Title: SF340A ACFT HAD UNSAFE L MAIN LNDG GEAR INDICATION DURING APCH. FLC ABANDONED THE APCH, RAN CHKLIST, REQUESTED EMER EQUIP AT THE ARPT AND LANDED UNEVENTFULLY. APPARENT FAULTY INDICATOR.

Narrative: ON FINAL AT PWM, FO, THE PF, CALLED FOR THE LNDG CHKLIST. THE L MAIN LNDG GEAR DID NOT RPT DOWN AND LOCKED. WE ABANDONED THE APCH, REQUESTED RADAR VECTORS AND WENT TO THE GEAR DOWN, UNSAFE CHKLIST. WE INFORMED THE TWR AND OUR OPS OF THE PROB. AFTER THIS WE ENCOUNTERED 2 THINGS THAT CAUSED CONSIDERABLE DELAYS. WE COULD NOT GET THROUGH THE CHKLIST AS EVERYONE IN THE WORLD KEPT INTERRUPTING US TO TALK TO US ABOUT OUR PROB. WE WERE ABLE, AFTER A WHILE, TO GET THE INTERRUPTIONS DOWN TO A MINIMUM AND CONCENTRATE AS A CREW ON PERFORMING THE CHKLIST, PLUS INFORMING THE FLT ATTENDANT AND THE PAX OF OUR PROB. THE SECOND PROB WAS THE HAND PUMP SELECTOR LEVER. IT WAS NOT INSTALLED PROPERLY AND IT TOOK US ABOUT 15 MINS OF MANIPULATING IT WHILE PUMPING TO DETERMINE THAT WE DID HAVE IT IN THE LAND GEAR/FLAPS POS AND WERE INDEED UNABLE TO PUMP THE GEAR TO A DOWN AND LOCKED POS. THE SELECTOR LEVER WAS INSTALLED SO THAT IT WAS ACTUALLY ROTATED ABOUT 60 DEGS TO THE R OF WHERE IT SHOULD BE FOR THE INDEXED POS FOR THE LEVER. AFTER COMPLETION OF THE GEAR DOWN, UNSAFE CHKLIST AND OUR SECOND AND THIRD READING OF IT TO MAKE SURE WE HAD DONE ALL THE REQUIRED ACTIONS, WE INFORMED THE FLT ATTENDANT AND PAX OF THE FULL PROB, BRIEFED THE FLT ATTENDANT AND THEN THE PAX ON WHAT WE WOULD BE DOING AND HAD HER BEGIN PREPARING THE PAX USING PLANNED EMER LNDG PROCS. WE THEN PROCEEDED TO MAKE 2 LOW PASSES FOR THE TWR AND THE EMER EQUIP OPERATORS TO GET A LOOK AT OUR GEAR. WE KNEW THE L MAIN GEAR WAS HANGING DOWN. WE WANTED TO KNOW IF IT WAS DOWN AND VERT OR JUST PARTIALLY DOWN. THE EMER EQUIP OPERATORS PUT A BRIGHT LIGHT ON US AND SAID THAT THE 2 LNDG GEARS APPEARED TO BE HANGING IN THE SAME POS. SINCE THE R GEAR WAS DOWN AND LOCKED, THIS WAS ENCOURAGING NEWS. WE THEN TOOK ABOUT 12 MORE MINS OF DELAY TO LET SOME HOLDING ACFT LAND AHEAD OF US, AND THEN PERFORMED A STRAIGHT-IN, 9 MI FINAL FOR RWY 29. THE EMER LNDG CHKLIST WAS USED. I WAS THE PF FOR THE LNDG. THE PAX WERE BRACED FOR THE LNDG. TOUCHDOWN WAS ON THE R MAIN, THEN I TESTED THE L ONCE, THEN SETTLED THE PLANE DOWN ON BOTH MAINS AND THE NOSE GEAR. WE STOPPED STRAIGHT AHEAD, ON THE RWY. SHUTDOWN WAS ACCOMPLISHED. THE GEAR PINS WERE INSTALLED. THE PAX WERE DEPLANED THROUGH THE MAIN EXIT IN A NORMAL MANNER AND TAKEN TO THE TERMINAL IN A LARGE PAX VAN. THE ACFT WAS THEN TOWED TO PARKING.

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.