Narrative:

I was requested by one of my students to fly with him in the plane he was interested in buying. Even though I had a busy schedule, I somehow made time for an hour in the afternoon to fly. After a thorough preflight inspection by my student and myself, I sat down in the aircraft and did a thorough familiarization of the aircraft by going through the aircraft manual, especially the emergency procedures. We departed david wayne hooks airport towards the north, and I demonstrated slow flight, stalls and steep turns, after which he did the same. We decided to take the aircraft to conroe to make sure the HSI is working properly and to see how the aircraft behaves on lndgs. During the ILS approach upon performing gumps check, we realized that we had only 2 green lights. After performing all the required checks, we decided to ask the other traffic on the ground if they could see our left main gear. The reply was a negative, upon which I decided to climb back up to safer altitude to perform the procedure for manual landing gear extension. After performing the required emergency procedures as per the aircraft operating handbook we decided to proceed towards hooks airport and requested a low approach and asked the tower to see if our left main gear was down. As suspected, the reply was a negative. Tower asked us of our intentions and I advised them that I was going to climb back up and repeat all the required procedures for emergency landing gear extension. We had no luck. Again, we were asked by the tower of our intentions and I decided to do a touch-and-go on the right main, hoping the left main would drop out as we touched down, I had no luck. By this time I had decided that I was going to land with the gear in up position after burning as much fuel as possible. We advised them that we were going to take a trip in the vicinity of the airport to burn the fuel and practice the procedures and prepare for our landing. The tower advised us to stay within 15 NM of the airport, and we did. We were asked to advise the tower 5 mins before the arrival. I requested for a practice low approach so that we could practice the emergency procedures for a gear up landing. My student was assigned to shut off fuel valve, turn off the ignition and the master while I concentrated on the landing, and of course I took care of the mixtures. I slowed the aircraft to the speed which I knew this aircraft could handle smoothly with full flaps, and flared over the runway to allow the aircraft to touch down as smoothly as possible with the least amount of damage to the aircraft. The conclusion is that we made it safely and there was only minor damage to the aircraft. The owner of the aircraft was very happy. The FAA inspector called it a system failure and commended me for handling the emergency in a professional and safe manner.

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Original NASA ASRS Text

Title: A BE24 IS LANDED GEAR UP WHEN THE L MAIN GEAR FAILS TO EXTEND UNDER ANY CIRCUMSTANCES AT CXO, TX.

Narrative: I WAS REQUESTED BY ONE OF MY STUDENTS TO FLY WITH HIM IN THE PLANE HE WAS INTERESTED IN BUYING. EVEN THOUGH I HAD A BUSY SCHEDULE, I SOMEHOW MADE TIME FOR AN HR IN THE AFTERNOON TO FLY. AFTER A THOROUGH PREFLT INSPECTION BY MY STUDENT AND MYSELF, I SAT DOWN IN THE ACFT AND DID A THOROUGH FAMILIARIZATION OF THE ACFT BY GOING THROUGH THE ACFT MANUAL, ESPECIALLY THE EMER PROCS. WE DEPARTED DAVID WAYNE HOOKS ARPT TOWARDS THE N, AND I DEMONSTRATED SLOW FLT, STALLS AND STEEP TURNS, AFTER WHICH HE DID THE SAME. WE DECIDED TO TAKE THE ACFT TO CONROE TO MAKE SURE THE HSI IS WORKING PROPERLY AND TO SEE HOW THE ACFT BEHAVES ON LNDGS. DURING THE ILS APCH UPON PERFORMING GUMPS CHK, WE REALIZED THAT WE HAD ONLY 2 GREEN LIGHTS. AFTER PERFORMING ALL THE REQUIRED CHKS, WE DECIDED TO ASK THE OTHER TFC ON THE GND IF THEY COULD SEE OUR L MAIN GEAR. THE REPLY WAS A NEGATIVE, UPON WHICH I DECIDED TO CLB BACK UP TO SAFER ALT TO PERFORM THE PROC FOR MANUAL LNDG GEAR EXTENSION. AFTER PERFORMING THE REQUIRED EMER PROCS AS PER THE ACFT OPERATING HANDBOOK WE DECIDED TO PROCEED TOWARDS HOOKS ARPT AND REQUESTED A LOW APCH AND ASKED THE TWR TO SEE IF OUR L MAIN GEAR WAS DOWN. AS SUSPECTED, THE REPLY WAS A NEGATIVE. TWR ASKED US OF OUR INTENTIONS AND I ADVISED THEM THAT I WAS GOING TO CLB BACK UP AND REPEAT ALL THE REQUIRED PROCS FOR EMER LNDG GEAR EXTENSION. WE HAD NO LUCK. AGAIN, WE WERE ASKED BY THE TWR OF OUR INTENTIONS AND I DECIDED TO DO A TOUCH-AND-GO ON THE R MAIN, HOPING THE L MAIN WOULD DROP OUT AS WE TOUCHED DOWN, I HAD NO LUCK. BY THIS TIME I HAD DECIDED THAT I WAS GOING TO LAND WITH THE GEAR IN UP POS AFTER BURNING AS MUCH FUEL AS POSSIBLE. WE ADVISED THEM THAT WE WERE GOING TO TAKE A TRIP IN THE VICINITY OF THE ARPT TO BURN THE FUEL AND PRACTICE THE PROCS AND PREPARE FOR OUR LNDG. THE TWR ADVISED US TO STAY WITHIN 15 NM OF THE ARPT, AND WE DID. WE WERE ASKED TO ADVISE THE TWR 5 MINS BEFORE THE ARR. I REQUESTED FOR A PRACTICE LOW APCH SO THAT WE COULD PRACTICE THE EMER PROCS FOR A GEAR UP LNDG. MY STUDENT WAS ASSIGNED TO SHUT OFF FUEL VALVE, TURN OFF THE IGNITION AND THE MASTER WHILE I CONCENTRATED ON THE LNDG, AND OF COURSE I TOOK CARE OF THE MIXTURES. I SLOWED THE ACFT TO THE SPD WHICH I KNEW THIS ACFT COULD HANDLE SMOOTHLY WITH FULL FLAPS, AND FLARED OVER THE RWY TO ALLOW THE ACFT TO TOUCH DOWN AS SMOOTHLY AS POSSIBLE WITH THE LEAST AMOUNT OF DAMAGE TO THE ACFT. THE CONCLUSION IS THAT WE MADE IT SAFELY AND THERE WAS ONLY MINOR DAMAGE TO THE ACFT. THE OWNER OF THE ACFT WAS VERY HAPPY. THE FAA INSPECTOR CALLED IT A SYS FAILURE AND COMMENDED ME FOR HANDLING THE EMER IN A PROFESSIONAL AND SAFE MANNER.

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.