When they failed to get three green lights upon landing gear extension; the flight crew of a be-1900...

Narrative:

On approach; when we selected the gear down; we did not get a 'green light' for the right main landing gear. We contacted tower and broke off the approach. We consulted and followed the abnormal checklist for landing gear manual extension which included verifying that there was no aural warning when the power was reduced and there was no aural warning when the flaps were selected beyond the 17 position. Additionally; we did not receive a taws (terrain awareness and warning system) warning on the initial approach.we noted that all other systems were functioning fine. At this time we determined it would be safe to cycle the gear. I preferred to see that all redundant systems were indicating the gear down and locked. We also tested the press to test annunciators to be sure the bulbs were in fact not burnt out. We then consulted with operations and maintenance. We were told to cycle the gear at our discretion and they would have us fly by to see if the gear was down. So we cycled it again before we completed the landing gear manual extension abnormal checklist. When we did so the hand pump was very difficult to move; which was yet another indication the gear was most likely down. Finally; we could physically see the gear in the down position out the window. We were just not confident that it was locked as we still did not show three green annunciators. We reviewed the landing with one main up or unsafe abnormal checklist and noted the caution statements regarding runway selection; best touchdown location and expectations regarding likely aircraft response to a gear collapse. It also directs the preparation of the cabin and crew for a crash landing and evacuation; and shutting down the engines prior to touchdown. At this time I decided with command authority to reset the circuit breaker and try one last time to cycle the gear down. Doing so finally got all three green lights to illuminate and we then landed without incident and taxied to the gate under our own power where all 18 passengers and two crewmembers deplaned in safely.I recommend that as these aircraft reach the end of there useful life that maintenance pay even closer attention to detail with all safety checks; and that they use only parts in outstanding condition.

Original NASA ASRS Text

Title: When they failed to get three green lights upon landing gear extension; the flight crew of a BE-1900 executed a go around; consulted with Maintenance; followed appropriate checklists and eventually obtained gear safe indications and landed safely.

Narrative: On approach; when we selected the gear down; we did not get a 'green light' for the right main landing gear. We contacted Tower and broke off the approach. We consulted and followed the abnormal checklist for Landing Gear Manual Extension which included verifying that there was no aural warning when the power was reduced and there was no aural warning when the flaps were selected beyond the 17 position. Additionally; we did not receive a TAWS (Terrain Awareness and Warning System) warning on the initial approach.We noted that all other systems were functioning fine. At this time we determined it would be safe to cycle the gear. I preferred to see that all redundant systems were indicating the gear down and locked. We also tested the press to test annunciators to be sure the bulbs were in fact not burnt out. We then consulted with Operations and Maintenance. We were told to cycle the gear at our discretion and they would have us fly by to see if the gear was down. So we cycled it again before we completed the Landing Gear Manual Extension Abnormal Checklist. When we did so the hand pump was very difficult to move; which was yet another indication the gear was most likely down. Finally; we could physically see the gear in the down position out the window. We were just not confident that it was locked as we still did not show three green annunciators. We reviewed the landing with one main up or unsafe abnormal checklist and noted the caution statements regarding runway selection; best touchdown location and expectations regarding likely aircraft response to a gear collapse. It also directs the preparation of the cabin and crew for a crash landing and evacuation; and shutting down the engines prior to touchdown. At this time I decided with command authority to reset the circuit breaker and try one last time to cycle the gear down. Doing so finally got all three green lights to illuminate and we then landed without incident and taxied to the gate under our own power where all 18 passengers and two crewmembers deplaned in safely.I recommend that as these aircraft reach the end of there useful life that maintenance pay even closer attention to detail with all safety checks; and that they use only parts in outstanding condition.

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.

Attributes
ACN	937681
Time
Date	201103
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	Beech 1900
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Flight Plan	IFR
Component
Aircraft Component	Gear Extend/Retract Mechanism
Person 1
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Critical

When they failed to get three green lights upon landing gear extension; the flight crew of a be-1900 executed a go around; consulted with maintenance; followed appropriate checklists and eventually obtained gear safe indications and landed safely.