Narrative:

Departing ZZZ runway 17 after cleared for takeoff, standard callouts were made. V1/V2, takeoff was initiated by captain, gear up, V2 +1 KTS flaps up. When gear was brought up by captain, the normal quietness that follows was not present. We proceeded on a climbing right turn, climbing to 5000 ft. We proceeded on 'after takeoff' checklist. When we got to 'gear' on checklist, we both (captain and I) noticed 'gear unlock' above the gear lights. Captain slowed aircraft from acceleration (170 KTS). ATC was notified of leveloff and ATC was very compliant to situation. The gear was cycled to 'gear down.' we got the left and right main gear green lights and still a 'gear unlocked' light. No nose gear light. Checklist was used to extent of emergency. Each item was carefully read and then complied with. Nose gear still did not extend. With 5000 pounds of fuel, it was determined to stay at 2000 ft. Approach flaps lowered and burn off fuel. (We had approximately 2+ hours to brainstorm further.) ATC gave us full compliance. (We did a fly-by down runway 1 at ZZZ.) the tower confirmed '2 main gear down,' appeared locked and nose gear doors open and nose gear tire was just visible. We exited the area and loitered northwest, then south of the airport. Via radio frequency to FBO, our chief pilot was notified. He contacted FBO. Then FBO with wichita was notified. We had done everything they suggested up to that time. We asked FBO whether they thought about a firm touch-and-go might bring the nose gear dow. It was thought by all, us the crew, and wichita, that it would and should be tried. We made a touch-and-G0 on runway 17 at ZZZ. Wichita suggested vref +20 KTS and approach flaps. This was performed. We touched down, climbed back up, asked the tower for a visual. They stated the same 'main gear down, nose gear doors open, no nose gear!' during the entire flight, the passenger were briefed multiple times, by copilot, for explanation of what happened, what was being done by the crews. Copilot briefed all passenger of emergency exits and cabin main door. This communication with the passenger, I believed, was very good for passenger reassurance. They, for the most part, remained very calm. When fuel was burned off to approximately 1200 pounds, our final approach to landing was made to runway 13 (because of extra length of runway and shirting wind). Emergency crews were in place. All information, souls on board, pilots' names, etc, was given to ATC. All landing checks were made and speeds for landing recomputed. Captain touched down smoothly (full flaps were used). Captain activated thrust reversers. Copilot called '6 lights,' captain used reversers. Nose remained well off. Speed brakes (wing) were used. Captain held the nose off. Nose remained up, speed slowly bled off and nose slowly touched down. Aircraft slid to a very smooth stop. Copilot activated firewall shutoff valves. Copilot told passenger to prepare for exit. I opened the door without effort. I held door down to pavement with my foot. All passenger exited aircraft and exited off runway 13. Captain secured aircraft without pause and we both (captain and copilot) exited aircraft and walked away from aircraft. Cause of nose gear malfunction has yet to be determined. Aircraft received very minor damage to nose. No buckling, etc, was observed.

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Original NASA ASRS Text

Title: AFTER A 2 PT 5 FUEL BURNOFF AND FLY-BY, A CPR JET CREW RETURN LAND AFTER CREW HAD DISCOVERED THAT THE NOSE LNDG GEAR CANNOT FULLY RETRACT OR EXTEND FROM ITS JAMMED POS AFTER TKOF FROM ZZZ.

Narrative: DEPARTING ZZZ RWY 17 AFTER CLRED FOR TKOF, STANDARD CALLOUTS WERE MADE. V1/V2, TKOF WAS INITIATED BY CAPT, GEAR UP, V2 +1 KTS FLAPS UP. WHEN GEAR WAS BROUGHT UP BY CAPT, THE NORMAL QUIETNESS THAT FOLLOWS WAS NOT PRESENT. WE PROCEEDED ON A CLBING R TURN, CLBING TO 5000 FT. WE PROCEEDED ON 'AFTER TKOF' CHKLIST. WHEN WE GOT TO 'GEAR' ON CHKLIST, WE BOTH (CAPT AND I) NOTICED 'GEAR UNLOCK' ABOVE THE GEAR LIGHTS. CAPT SLOWED ACFT FROM ACCELERATION (170 KTS). ATC WAS NOTIFIED OF LEVELOFF AND ATC WAS VERY COMPLIANT TO SIT. THE GEAR WAS CYCLED TO 'GEAR DOWN.' WE GOT THE L AND R MAIN GEAR GREEN LIGHTS AND STILL A 'GEAR UNLOCKED' LIGHT. NO NOSE GEAR LIGHT. CHKLIST WAS USED TO EXTENT OF EMER. EACH ITEM WAS CAREFULLY READ AND THEN COMPLIED WITH. NOSE GEAR STILL DID NOT EXTEND. WITH 5000 LBS OF FUEL, IT WAS DETERMINED TO STAY AT 2000 FT. APCH FLAPS LOWERED AND BURN OFF FUEL. (WE HAD APPROX 2+ HRS TO BRAINSTORM FURTHER.) ATC GAVE US FULL COMPLIANCE. (WE DID A FLY-BY DOWN RWY 1 AT ZZZ.) THE TWR CONFIRMED '2 MAIN GEAR DOWN,' APPEARED LOCKED AND NOSE GEAR DOORS OPEN AND NOSE GEAR TIRE WAS JUST VISIBLE. WE EXITED THE AREA AND LOITERED NW, THEN S OF THE ARPT. VIA RADIO FREQ TO FBO, OUR CHIEF PLT WAS NOTIFIED. HE CONTACTED FBO. THEN FBO WITH WICHITA WAS NOTIFIED. WE HAD DONE EVERYTHING THEY SUGGESTED UP TO THAT TIME. WE ASKED FBO WHETHER THEY THOUGHT ABOUT A FIRM TOUCH-AND-GO MIGHT BRING THE NOSE GEAR DOW. IT WAS THOUGHT BY ALL, US THE CREW, AND WICHITA, THAT IT WOULD AND SHOULD BE TRIED. WE MADE A TOUCH-AND-G0 ON RWY 17 AT ZZZ. WICHITA SUGGESTED VREF +20 KTS AND APCH FLAPS. THIS WAS PERFORMED. WE TOUCHED DOWN, CLBED BACK UP, ASKED THE TWR FOR A VISUAL. THEY STATED THE SAME 'MAIN GEAR DOWN, NOSE GEAR DOORS OPEN, NO NOSE GEAR!' DURING THE ENTIRE FLT, THE PAX WERE BRIEFED MULTIPLE TIMES, BY COPLT, FOR EXPLANATION OF WHAT HAPPENED, WHAT WAS BEING DONE BY THE CREWS. COPLT BRIEFED ALL PAX OF EMER EXITS AND CABIN MAIN DOOR. THIS COM WITH THE PAX, I BELIEVED, WAS VERY GOOD FOR PAX REASSURANCE. THEY, FOR THE MOST PART, REMAINED VERY CALM. WHEN FUEL WAS BURNED OFF TO APPROX 1200 LBS, OUR FINAL APCH TO LNDG WAS MADE TO RWY 13 (BECAUSE OF EXTRA LENGTH OF RWY AND SHIRTING WIND). EMER CREWS WERE IN PLACE. ALL INFO, SOULS ON BOARD, PLTS' NAMES, ETC, WAS GIVEN TO ATC. ALL LNDG CHKS WERE MADE AND SPDS FOR LNDG RECOMPUTED. CAPT TOUCHED DOWN SMOOTHLY (FULL FLAPS WERE USED). CAPT ACTIVATED THRUST REVERSERS. COPLT CALLED '6 LIGHTS,' CAPT USED REVERSERS. NOSE REMAINED WELL OFF. SPD BRAKES (WING) WERE USED. CAPT HELD THE NOSE OFF. NOSE REMAINED UP, SPD SLOWLY BLED OFF AND NOSE SLOWLY TOUCHED DOWN. ACFT SLID TO A VERY SMOOTH STOP. COPLT ACTIVATED FIREWALL SHUTOFF VALVES. COPLT TOLD PAX TO PREPARE FOR EXIT. I OPENED THE DOOR WITHOUT EFFORT. I HELD DOOR DOWN TO PAVEMENT WITH MY FOOT. ALL PAX EXITED ACFT AND EXITED OFF RWY 13. CAPT SECURED ACFT WITHOUT PAUSE AND WE BOTH (CAPT AND COPLT) EXITED ACFT AND WALKED AWAY FROM ACFT. CAUSE OF NOSE GEAR MALFUNCTION HAS YET TO BE DETERMINED. ACFT RECEIVED VERY MINOR DAMAGE TO NOSE. NO BUCKLING, ETC, WAS OBSERVED.

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.