Narrative:

I was orbiting 5 NM miles west of ZZZ monitoring CTAF and AWOS when I heard a call from a C310 asking a cfii; who was landing with a student; to observe the C310's landing gear on a low fly-by. The cessna pilot indicated that he had 2 green lights and 1 red light indicating that the nose gear was not down and locked. He recycled his gear and did several other troubleshooting items and still had 1 red light. I was approximately 5 NM west of the airport orbiting at 1;600 ft MSL in my waco. Winds were approximately 300 degrees at 7 KTS favoring runway xx. After the cessna performed a low fly-by; the cfii informed the cessna pilot that the plane's nose gear was not down and the pilot stated that he would depart to the south and orbit over the north end approximately 8 NM south of the threshold of runway xy to troubleshoot the problem. The C310 pilot indicated he would land on runway xx; the non-dominate runway. The cessna pilot never spoke the words 'emergency'; 'mayday;' 'pan pan;' or any other 'emergent' word. He never indicated he was in distress or was even distressed. His matter-of-fact demeanor impressed me. I believe he did request that the fire truck be asked to station themselves at the end of the runway but I am not sure that this was not done at the suggestion of the cfii who coordinated the ground air effort. I was in constant communication with the C310 pilot; and the cfii; the coordinator on the ground. I asked cessna pilot on CTAF how long he would be orbiting while he problem solved. He informed me that he would be orbiting there about 10 minutes. During this time there were several other aircraft landing including a sheriff's aircraft; which was performing touch-and-goes as well as several private jets. At about XA15 hours PDT I again communicated with the pilot on CTAF and asked him if I could land first; before he landed and closed runway xx; as the wind-favored runway xx for a tail dragger; he told me to 'go ahead' and land and he would be performing another low fly-by following me and then depart to the south so that the people on the ground could again view the landing gear positions. I acknowledged that he gave me permission to land and wished him: 'good luck.' I was still 5 NM to the west at 1;500 ft MSL outside of the class east surface area of runway xx. I immediately entered a 5 NM 45 degree pattern entry from the west for left traffic xx (winds were about 300 degrees at 7 KTS) after the cessna pilot affirmatively gave me permission to land over CTAF. I announced my 45 degree pattern entry outside the class east surface area then announced my mid-field entry; left downwind; base; and final all at tpa (900 ft). I botched the landing; bouncing twice; and added power for a go around. The cessna had a much greater speed advantage and overflew me on the runway at about 100-150 ft. I noted his nose gear was not in the down and locked position. I was occupied in my go-around and after I crossed the number; the CFI asked me to exit the area which I did immediately with a left crosswind departure. At approximately 5 NM west of the airport at 1;500 ft MSL; I made a left turn to 170 degrees and flew about 8-10 miles to the south. Continuing to monitor CTAF; I heard the cessna pilot announce his intention of doing a long final and I lost sight of him on his go-around. Never was there any interference with the problem solving aircraft and at all times I was in contact with the ground coordinator and the cessna pilot. This took 5-7 minutes. I announced an 8 miles straight-in final for runway xy. After I announced my final; 2 sheriff planes announced their intentions to land and turned in front of me; so I departed to the west. Still monitoring CTAF and AWOS; I could hear sheriff aircraft landing as well as other commercial aircraft taking off and landing on runway xy. Still outside of the class east surface; I flew east and at 1;200 ft MSL; 5 NM east of the VOR; I announced my intentions and turned and crossing over the top of

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Original NASA ASRS Text

Title: NMAC is reported between a Waco on go-around and a C310 making low pass with landing gear issues. The reporter (Waco) had coordinated with the C310 pilot but botched the landing and needed to go-around.

Narrative: I was orbiting 5 NM miles west of ZZZ monitoring CTAF and AWOS when I heard a call from a C310 asking a CFII; who was landing with a student; to observe the C310's landing gear on a low fly-by. The Cessna pilot indicated that he had 2 green lights and 1 red light indicating that the nose gear was not down and locked. He recycled his gear and did several other troubleshooting items and still had 1 red light. I was approximately 5 NM west of the airport orbiting at 1;600 FT MSL in my WACO. Winds were approximately 300 degrees at 7 KTS favoring Runway XX. After the Cessna performed a low fly-by; the CFII informed the Cessna pilot that the plane's nose gear was not down and the pilot stated that he would depart to the south and orbit over the north end approximately 8 NM south of the threshold of Runway XY to troubleshoot the problem. The C310 pilot indicated he would land on Runway XX; the non-dominate runway. The Cessna pilot never spoke the words 'emergency'; 'mayday;' 'pan pan;' or any other 'emergent' word. He never indicated he was in distress or was even distressed. His matter-of-fact demeanor impressed me. I believe he did request that the fire truck be asked to station themselves at the end of the runway but I am not sure that this was not done at the suggestion of the CFII who coordinated the ground air effort. I was in constant communication with the C310 pilot; and the CFII; the Coordinator on the ground. I asked Cessna pilot on CTAF how long he would be orbiting while he problem solved. He informed me that he would be orbiting there about 10 minutes. During this time there were several other aircraft landing including a Sheriff's aircraft; which was performing touch-and-goes as well as several private jets. At about XA15 hours PDT I again communicated with the pilot on CTAF and asked him if I could land first; before he landed and closed Runway XX; as the wind-favored Runway XX for a tail dragger; He told me to 'go ahead' and land and he would be performing another low fly-by following me and then depart to the south so that the people on the ground could again view the landing gear positions. I acknowledged that he gave me permission to land and wished him: 'Good luck.' I was still 5 NM to the west at 1;500 FT MSL outside of the Class E surface area of Runway XX. I immediately entered a 5 NM 45 degree pattern entry from the west for left traffic XX (winds were about 300 degrees at 7 KTS) after the Cessna pilot affirmatively gave me permission to land over CTAF. I announced my 45 degree pattern entry outside the Class E surface area then announced my mid-field entry; left downwind; base; and final all at TPA (900 FT). I botched the landing; bouncing twice; and added power for a go around. The Cessna had a much greater speed advantage and overflew me on the runway at about 100-150 FT. I noted his nose gear was not in the down and locked position. I was occupied in my go-around and after I crossed the number; the CFI asked me to exit the area which I did immediately with a left crosswind departure. At approximately 5 NM west of the airport at 1;500 FT MSL; I made a left turn to 170 degrees and flew about 8-10 miles to the south. Continuing to monitor CTAF; I heard the Cessna pilot announce his intention of doing a long final and I lost sight of him on his go-around. Never was there any interference with the problem solving aircraft and at all times I was in contact with the Ground Coordinator and the Cessna Pilot. This took 5-7 minutes. I announced an 8 miles straight-in final for Runway XY. After I announced my final; 2 Sheriff planes announced their intentions to land and turned in front of me; so I departed to the west. Still monitoring CTAF and AWOS; I could hear Sheriff aircraft landing as well as other commercial aircraft taking off and landing on Runway XY. Still outside of the Class E surface; I flew east and at 1;200 FT MSL; 5 NM east of the VOR; I announced my intentions and turned and crossing over the top of

Data retrieved from NASA's ASRS site as of April 2012 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.