Narrative:

As we approach at approximately 10 miles out the crew began configuring the airplane to land. We did the approach checks and noticed that we had an indication that the right main gear was not extended. Our first reaction was to recycle the landing gear and we still had the same scenario. We then verified to make sure it wasn't just a wrong indication by doing a light filament test; then we proceeded to bringing the power back and that's when the gear horn came on. We then called the tower and asked for a go around and notified them of our gear indication. We did a low pass to see if the tower could verify if the gear was down; but because it was dark they couldn't visually check it and we then continued to do another low pass a little closer to the tower; and again they were unable to determine that our gear was down. After the second low pass; we proceeded to fly north of the station for 10 miles and performed the appropriate emergency checklist. We began with landing gear failure checklist. Because at this point our hydraulic system pressure and contents was decreasing we shut of the inlet pumps and extend emergency gear handle; as called for in the checklist. We then again reduced the power levers; and again the landing gear horn came on. So then we continued the checklist; we did two 360 turn one to the left and one to the right at 120 KTS and 45 degree banks; the first officer visually checked the gear from the passenger window and still the gear wasn't extended. At this point we decided to proceed inbound to the airport where a coast guard helicopter was in position to see if; with their equipment; they could see if the gear was locked in position. Again we did another low pass but there was no way to determine the position on the gear. By this time our low fuel light on the cwp came on and we decided to commit to land and prepared for a flap less landing. I told the first officer to land on the left main gear and let the airspeed bleed off until we stopped. We landed on the left main gear and at 10 KTS I took control of the airplane and maintained directional control of the airplane with differential power until the airspeed bleed off and the nose wheel came down and there was nothing else we could do. The airplane began turning to the right and we shut down the engines. The airplane stopped abeam charlie intersection to the right end of the runway. First at the scene was fire rescue and company personnel. We believe the right main gear malfunction was caused by an object of some type being projected into the gear pod by the aircraft right main tire during takeoff. The object hit the steel hydraulic supply line and dislodged it from its mounting points inside the right main gear pod. During normal gear retraction into the right main gear pod the wheel and gear struts became entangled with the dislodged hydraulic line and ruptured the hydraulic pressure supply line. During normal gear extension prior to landing the ruptured hydraulic line leak resulted in insufficient hydraulic pressure being provided to the right main gear up lock to release and extend the gear normally. The right main wheel and gear struts were jammed by the hydraulic line and prevented extension by high G loading the aircraft gear assembly and wheel in flight to extend the gear out of the right main gear pod. Fortunately; due to the design of the aircraft to not have gear doors on the main gear and the engines being mounted on a high wing design the aircraft settled onto the exposed portion of the right main gear resulting in minor damage to the front portion of the fiberglass gear pod.

Related reports:

Google
 

Original NASA ASRS Text

Title: The right main landing gear of a Shorts SD3 became lodged in its pod by suspect FOD and because of hydraulic line damage neither the landing gear nor flaps would extend. Finally in a low fuel state an emergency was declare and the aircraft landed safely with the right gear up.

Narrative: As we approach at approximately 10 miles out the crew began configuring the airplane to land. We did the Approach checks and noticed that we had an indication that the right main gear was not extended. Our first reaction was to recycle the landing gear and we still had the same scenario. We then verified to make sure it wasn't just a wrong indication by doing a light filament test; then we proceeded to bringing the power back and that's when the gear horn came on. We then called the Tower and asked for a go around and notified them of our gear indication. We did a low pass to see if the Tower could verify if the gear was down; but because it was dark they couldn't visually check it and we then continued to do another low pass a little closer to the Tower; and again they were unable to determine that our gear was down. After the second low pass; we proceeded to fly north of the station for 10 miles and performed the appropriate emergency checklist. We began with landing gear failure checklist. Because at this point our hydraulic system pressure and contents was decreasing we shut of the inlet pumps and extend emergency gear handle; as called for in the checklist. We then again reduced the power levers; and again the landing gear horn came on. So then we continued the checklist; we did two 360 turn one to the left and one to the right at 120 KTS and 45 degree banks; the First Officer visually checked the gear from the passenger window and still the gear wasn't extended. At this point we decided to proceed inbound to the airport where a Coast Guard helicopter was in position to see if; with their equipment; they could see if the gear was locked in position. Again we did another low pass but there was no way to determine the position on the gear. By this time our low fuel light on the CWP came on and we decided to commit to land and prepared for a flap less landing. I told the First Officer to land on the left main gear and let the airspeed bleed off until we stopped. We landed on the left main gear and at 10 KTS I took control of the airplane and maintained directional control of the airplane with differential power until the airspeed bleed off and the nose wheel came down and there was nothing else we could do. The airplane began turning to the right and we shut down the engines. The airplane stopped abeam Charlie Intersection to the right end of the runway. First at the scene was Fire Rescue and Company personnel. We believe the right main gear malfunction was caused by an object of some type being projected into the gear pod by the aircraft right main tire during takeoff. The object hit the steel hydraulic supply line and dislodged it from its mounting points inside the right main gear pod. During normal gear retraction into the right main gear pod the wheel and gear struts became entangled with the dislodged hydraulic line and ruptured the hydraulic pressure supply line. During normal gear extension prior to landing the ruptured hydraulic line leak resulted in insufficient hydraulic pressure being provided to the right main gear up lock to release and extend the gear normally. The right main wheel and gear struts were jammed by the hydraulic line and prevented extension by high G loading the aircraft gear assembly and wheel in flight to extend the gear out of the right main gear pod. Fortunately; due to the design of the aircraft to not have gear doors on the main gear and the engines being mounted on a high wing design the aircraft settled onto the exposed portion of the right main gear resulting in minor damage to the front portion of the fiberglass gear pod.

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.