Narrative:

While VFR in MVFR conditions, I decided to execute the NDB 10 approach at laf. Tracking directly to the OM from the north, we were providing our own navigation to the OM. Upon crossing the OM, I initiated a left turn to intercept the course and called for 'gear down, 1/4 flaps.' we were in VFR conditions and using the NDB for guidance to the airport, only I had decided to descend to 1600 ft MSL to cross the OM (that is 1000 ft AGL). Here is what scared me. We had trouble getting the 'gear pressure' to build on to acceptable level while it was extending and while I was in a left turn. I got distraction by the gear indication and also (with the copilot) fixated on its problem. Being distraction, I descended to just below 1000 ft MSL. I think it was about 950-980 ft MSL. This altitude is only about 300-400 ft AGL. When I realized this, I started a climbing left turn like the missed approach instructions require. While on the missed (climbing left turn) we made visual contact with the airport and finished what was about a 300 degree turn and proceeded to the airport. I guess the issue here is that the PF (captain) got distraction by the gear problem and got too low to the ground. I should have let the copilot deal with the problem and focused on flying the aircraft. The time of day (dawn -- little light) and the hazy conditions did not help, as any visual reference to outside was more difficult than normal. Upon landing, we discovered that the hydraulic fluid quantity was low. That was the reason for the much slower than normal build-up of 'gear down pressure' which led to the distraction in the first place.

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Original NASA ASRS Text

Title: A CARGO PLT, FLYING A DC3 IN WHICH HE HAS VERY LOW TIME, BECAME DISTR BY A LNDG GEAR ANOMALY AND EXPERIENCED A CFIT AT LAF.

Narrative: WHILE VFR IN MVFR CONDITIONS, I DECIDED TO EXECUTE THE NDB 10 APCH AT LAF. TRACKING DIRECTLY TO THE OM FROM THE N, WE WERE PROVIDING OUR OWN NAV TO THE OM. UPON XING THE OM, I INITIATED A L TURN TO INTERCEPT THE COURSE AND CALLED FOR 'GEAR DOWN, 1/4 FLAPS.' WE WERE IN VFR CONDITIONS AND USING THE NDB FOR GUIDANCE TO THE ARPT, ONLY I HAD DECIDED TO DSND TO 1600 FT MSL TO CROSS THE OM (THAT IS 1000 FT AGL). HERE IS WHAT SCARED ME. WE HAD TROUBLE GETTING THE 'GEAR PRESSURE' TO BUILD ON TO ACCEPTABLE LEVEL WHILE IT WAS EXTENDING AND WHILE I WAS IN A L TURN. I GOT DISTR BY THE GEAR INDICATION AND ALSO (WITH THE COPLT) FIXATED ON ITS PROB. BEING DISTR, I DSNDED TO JUST BELOW 1000 FT MSL. I THINK IT WAS ABOUT 950-980 FT MSL. THIS ALT IS ONLY ABOUT 300-400 FT AGL. WHEN I REALIZED THIS, I STARTED A CLBING L TURN LIKE THE MISSED APCH INSTRUCTIONS REQUIRE. WHILE ON THE MISSED (CLBING L TURN) WE MADE VISUAL CONTACT WITH THE ARPT AND FINISHED WHAT WAS ABOUT A 300 DEG TURN AND PROCEEDED TO THE ARPT. I GUESS THE ISSUE HERE IS THAT THE PF (CAPT) GOT DISTR BY THE GEAR PROB AND GOT TOO LOW TO THE GND. I SHOULD HAVE LET THE COPLT DEAL WITH THE PROB AND FOCUSED ON FLYING THE ACFT. THE TIME OF DAY (DAWN -- LITTLE LIGHT) AND THE HAZY CONDITIONS DID NOT HELP, AS ANY VISUAL REF TO OUTSIDE WAS MORE DIFFICULT THAN NORMAL. UPON LNDG, WE DISCOVERED THAT THE HYD FLUID QUANTITY WAS LOW. THAT WAS THE REASON FOR THE MUCH SLOWER THAN NORMAL BUILD-UP OF 'GEAR DOWN PRESSURE' WHICH LED TO THE DISTR IN THE FIRST PLACE.

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.