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A300 crew was unable to retract the landing gear after maintenance missvced the boggy leveling cylinder.
| Attributes | |
| ACN | 586927 |
| Time | |
| Date | 200307 |
| Day | Mon |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : mia.airport |
| State Reference | FL |
| Altitude | agl single value : 100 |
| Environment | |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | tower : mia.tower |
| Operator | common carrier : air carrier |
| Make Model Name | A300 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | other |
| Flight Phase | climbout : initial |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : instrument pilot : multi engine pilot : commercial |
| ASRS Report | 586927 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Events | |
| Anomaly | aircraft equipment problem : less severe maintenance problem : improper maintenance non adherence : far non adherence : company policies non adherence : published procedure other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : lndg gear indication other flight crewa other flight crewb |
| Resolutory Action | controller : issued new clearance flight crew : diverted to another airport flight crew : landed as precaution other |
| Consequence | other other |
| Factors | |
| Maintenance | contributing factor : schedule pressure performance deficiency : training performance deficiency : repair performance deficiency : non compliance with legal requirements |
| Supplementary | |
| Problem Areas | Company Maintenance Human Performance Aircraft |
| Primary Problem | Maintenance Human Performance |
Narrative:
After an extensive delay out of mia due to maintenance issues on our aircraft, we finally departed mia. It was the captain's leg and after rotation, the captain called for gear up. When I raised the handle, the gear did not come up as commanded. The gear lever would only go to the neutral position and not any farther. The system was on system #2 at the time. System #1 was already deferred. I tried recycling the gear handle and the gear would still not respond. I put the gear handle in the down position to match the landing gear. We advised tower of our current situation and told them we wanted to return to mia for landing. We did not declare an emergency due to the gear was already down and locked and we had normal gear down indications. As we were turning on the downwind leg, the automatic pressure controller #1 faulted and the system successfully switched to the second system. After that, the tat on the captain's side came on with its associated ECAM message. I ran all the ECAM's and went into the book for any additional information. The book was very clear that we had accomplished all of the required checklist items associated with the abnormality. The captain informed departure control (after we were switched by tower) on the downwind that we wanted extended vectors so we could work all of the checklists before we landed. ATC did a great job of this. After the checklists were complete, we ran the before landing checklist. We landed without incident. The aircraft landed normally and without any noticeable differences associated with a normal landing on an A300 airbus. After we cleared the runway, tower advised us that our left landing gear was hanging down like the gear on a B767. At that point, we knew why the gear did not come up. We reflected back to the maintenance being done on the left main gear prior to departure and remembered that maintenance svced the left main truck due to a pin that was popped on the 'boggy' leveling device.
Original NASA ASRS Text
Title: A300 CREW WAS UNABLE TO RETRACT THE LNDG GEAR AFTER MAINT MISSVCED THE BOGGY LEVELING CYLINDER.
Narrative: AFTER AN EXTENSIVE DELAY OUT OF MIA DUE TO MAINT ISSUES ON OUR ACFT, WE FINALLY DEPARTED MIA. IT WAS THE CAPT'S LEG AND AFTER ROTATION, THE CAPT CALLED FOR GEAR UP. WHEN I RAISED THE HANDLE, THE GEAR DID NOT COME UP AS COMMANDED. THE GEAR LEVER WOULD ONLY GO TO THE NEUTRAL POS AND NOT ANY FARTHER. THE SYS WAS ON SYS #2 AT THE TIME. SYS #1 WAS ALREADY DEFERRED. I TRIED RECYCLING THE GEAR HANDLE AND THE GEAR WOULD STILL NOT RESPOND. I PUT THE GEAR HANDLE IN THE DOWN POS TO MATCH THE LNDG GEAR. WE ADVISED TWR OF OUR CURRENT SIT AND TOLD THEM WE WANTED TO RETURN TO MIA FOR LNDG. WE DID NOT DECLARE AN EMER DUE TO THE GEAR WAS ALREADY DOWN AND LOCKED AND WE HAD NORMAL GEAR DOWN INDICATIONS. AS WE WERE TURNING ON THE DOWNWIND LEG, THE AUTO PRESSURE CTLR #1 FAULTED AND THE SYS SUCCESSFULLY SWITCHED TO THE SECOND SYS. AFTER THAT, THE TAT ON THE CAPT'S SIDE CAME ON WITH ITS ASSOCIATED ECAM MESSAGE. I RAN ALL THE ECAM'S AND WENT INTO THE BOOK FOR ANY ADDITIONAL INFO. THE BOOK WAS VERY CLR THAT WE HAD ACCOMPLISHED ALL OF THE REQUIRED CHKLIST ITEMS ASSOCIATED WITH THE ABNORMALITY. THE CAPT INFORMED DEP CTL (AFTER WE WERE SWITCHED BY TWR) ON THE DOWNWIND THAT WE WANTED EXTENDED VECTORS SO WE COULD WORK ALL OF THE CHKLISTS BEFORE WE LANDED. ATC DID A GREAT JOB OF THIS. AFTER THE CHKLISTS WERE COMPLETE, WE RAN THE BEFORE LNDG CHKLIST. WE LANDED WITHOUT INCIDENT. THE ACFT LANDED NORMALLY AND WITHOUT ANY NOTICEABLE DIFFERENCES ASSOCIATED WITH A NORMAL LNDG ON AN A300 AIRBUS. AFTER WE CLRED THE RWY, TWR ADVISED US THAT OUR L LNDG GEAR WAS HANGING DOWN LIKE THE GEAR ON A B767. AT THAT POINT, WE KNEW WHY THE GEAR DID NOT COME UP. WE REFLECTED BACK TO THE MAINT BEING DONE ON THE L MAIN GEAR PRIOR TO DEP AND REMEMBERED THAT MAINT SVCED THE L MAIN TRUCK DUE TO A PIN THAT WAS POPPED ON THE 'BOGGY' LEVELING DEVICE.
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.