Narrative:

On jun/xa/06 a king air 100 aircraft came into our FBO with emergency trucks following it. At the time of the arrival; I was out of the building. I got a phone call from our front desk notifying me that an aircraft had arrived and was requesting maintenance. After 30 mins or so I met the pilot at the front desk. He told me that he had a gear light flicker in-flight and elected to come to the airport. I asked him if he declared an emergency. He told me no. I then told him that we did not have any jacks for his aircraft and that we had no technical data and there was not a lot I could do for him. He then asked me to check his gear; which I did. I verified that the gear was down and the over-center locks were in place. At no time did I enter the aircraft or perform any maintenance on the aircraft. However; I did inform him that when an aircraft taxies in with a fire truck following it the FAA is usually called and he might want to apply for a ferry permit to move the aircraft. He told me that since in his view he had experienced a momentary glitch and that all indications were now normal there was no need for maintenance. He also told me that the new owner was waiting for him to pick them up and he had to complete his trip. I once again asked him if he declared an emergency. He again told me no and thanked me for my time I went back to my shop and the aircraft departed without incident. The next day I got a phone call from the pilot telling me that the aircraft had completed its trip without problems. Maintenance was performed at their home base. The FAA had called him for information about this incident. The pilot requested that I provide him with a logbook sign off that I inspected his gear and that it was safe to fly. I told him that I was unable to do that because as I stated yesterday; I had no data to base a statement on the airworthiness of his aircraft. Had he elected to ferry the aircraft I would have been more than happy to lock the gear down and provide a signoff if I was provided the proper documentation. The pilot was in command of the aircraft and at no time did he turn the aircraft over to me for maintenance. No work order was ever opened for maintenance nor did the pilot request me to perform any maintenance.

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Original NASA ASRS Text

Title: A BEECH 100 TAXIED INTO AN FBO AND REQUESTS MAINT. FBO NOT EQUIPPED FOR LNDG GEAR SVC. REQUESTS EXTERNAL VISUAL CHK OF LNDG GEAR; GEAR CHKED FOR DOWN AND LOCKED INSPECTION. PLT THEN DEPARTS. NEXT DAY THE PLT WANTS LOGBOOK SIGNOFF FOR LNDG GEAR.

Narrative: ON JUN/XA/06 A KING AIR 100 ACFT CAME INTO OUR FBO WITH EMER TRUCKS FOLLOWING IT. AT THE TIME OF THE ARR; I WAS OUT OF THE BUILDING. I GOT A PHONE CALL FROM OUR FRONT DESK NOTIFYING ME THAT AN ACFT HAD ARRIVED AND WAS REQUESTING MAINT. AFTER 30 MINS OR SO I MET THE PLT AT THE FRONT DESK. HE TOLD ME THAT HE HAD A GEAR LIGHT FLICKER INFLT AND ELECTED TO COME TO THE ARPT. I ASKED HIM IF HE DECLARED AN EMER. HE TOLD ME NO. I THEN TOLD HIM THAT WE DID NOT HAVE ANY JACKS FOR HIS ACFT AND THAT WE HAD NO TECHNICAL DATA AND THERE WAS NOT A LOT I COULD DO FOR HIM. HE THEN ASKED ME TO CHK HIS GEAR; WHICH I DID. I VERIFIED THAT THE GEAR WAS DOWN AND THE OVER-CTR LOCKS WERE IN PLACE. AT NO TIME DID I ENTER THE ACFT OR PERFORM ANY MAINT ON THE ACFT. HOWEVER; I DID INFORM HIM THAT WHEN AN ACFT TAXIES IN WITH A FIRE TRUCK FOLLOWING IT THE FAA IS USUALLY CALLED AND HE MIGHT WANT TO APPLY FOR A FERRY PERMIT TO MOVE THE ACFT. HE TOLD ME THAT SINCE IN HIS VIEW HE HAD EXPERIENCED A MOMENTARY GLITCH AND THAT ALL INDICATIONS WERE NOW NORMAL THERE WAS NO NEED FOR MAINT. HE ALSO TOLD ME THAT THE NEW OWNER WAS WAITING FOR HIM TO PICK THEM UP AND HE HAD TO COMPLETE HIS TRIP. I ONCE AGAIN ASKED HIM IF HE DECLARED AN EMER. HE AGAIN TOLD ME NO AND THANKED ME FOR MY TIME I WENT BACK TO MY SHOP AND THE ACFT DEPARTED WITHOUT INCIDENT. THE NEXT DAY I GOT A PHONE CALL FROM THE PLT TELLING ME THAT THE ACFT HAD COMPLETED ITS TRIP WITHOUT PROBS. MAINT WAS PERFORMED AT THEIR HOME BASE. THE FAA HAD CALLED HIM FOR INFO ABOUT THIS INCIDENT. THE PLT REQUESTED THAT I PROVIDE HIM WITH A LOGBOOK SIGN OFF THAT I INSPECTED HIS GEAR AND THAT IT WAS SAFE TO FLY. I TOLD HIM THAT I WAS UNABLE TO DO THAT BECAUSE AS I STATED YESTERDAY; I HAD NO DATA TO BASE A STATEMENT ON THE AIRWORTHINESS OF HIS ACFT. HAD HE ELECTED TO FERRY THE ACFT I WOULD HAVE BEEN MORE THAN HAPPY TO LOCK THE GEAR DOWN AND PROVIDE A SIGNOFF IF I WAS PROVIDED THE PROPER DOCUMENTATION. THE PLT WAS IN COMMAND OF THE ACFT AND AT NO TIME DID HE TURN THE ACFT OVER TO ME FOR MAINT. NO WORK ORDER WAS EVER OPENED FOR MAINT NOR DID THE PLT REQUEST ME TO PERFORM ANY MAINT.

Data retrieved from NASA's ASRS site as of January 2009 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.