20071027829329I

(-23) ON OCTOBER 27, 2007, AT APPROXIMATELY 1030 HOURS CST, THE PILOT ^PRIVACY DATA OMITTED^ WAS FLYING IN THE PATTERN AT MILLINGTON REGIONAL AIRPORT (NQA) PERFORMING A SHAKEDOWN FLIGHT FOLLOWING THE COMPLETION OF AN ANNUAL INSPECTION DONE ON OCTOBER 22, 2007. THE PILOT ^PRIVACY DATA OMITTED^ STATED THAT WHEN HE TRIED TO EXTEND THE LANDING GEAR USING NORMAL PROCEDURES, HE HAD NO RED TRANSIT LIGHT ILLUMINATED, AS WELL AS NO 3 GREEN LIGHTS TO INDICATE THE LANDING GEAR WAS DOWN AND LOCKED. THE PILOT ^PRIVACY DATA OMITTED^ THEN STATED THAT HE CALLED THE TOWER AND SPOKE TO ^PRIVACY DATA OMITTED^ FOR A LOW PASS APPROVAL. HE STATED, AND THE TOWER REPRESENTATIVE CONCURRED, THAT THE TOWER LOOKED AT THE LANDING GEAR AND INFORMED THE PILOT ^PRIVACY DATA OMITTED^ THAT THE MAIN GEAR APPEARED DOWN, BUT THEY WERE UNABLE TO MAKE A DETERMINATION ABOUT THE NOSE GEAR. THE PILOT ^PRIVACY DATA OMITTED^ STATED THAT THE LANDING GEAR LIGHT CIRCUIT BREAKER WAS POPPED OUT AND WOULD NOT RESET. HE THEN STATED THAT HE CYCLED THE LANDING GEAR CONTROL AND PERFORMED EMERGENCY LANDING GEAR EXTENSION PROCEDURES IN ACCORDANCE WITH HIS CHECKLIST, BUT INDICATIONS DID NOT CHANGE. THE PILOT ^PRIVACY DATA OMITTED^ THEN MADE ANOTHER TOWER PASS WITH THE SAME RESULTS REPORTED. HE STATED THAT HE WAS GIVEN LANDING CLEARANCE, THEN HE LANDED WITH THE NOSE GEAR COLLAPSED. THE PILOT ^PRIVACY DATA OMITTED^ STATED THAT UPON LANDING, HE FELT NO RESISTANCE FROM THE NOSE WHEEL, AND WHEN HE EXITED THE AIRCRAFT, THE PILOT ^PRIVACY DATA OMITTED^ STATED THAT THE NOSE GEAR DOORS WERE CLOSED AND THE NOSE GEAR WAS RETRACTED. THE PILOT ^PRIVACY DATA OMITTED^ THEN STATED THAT HE OBTAINED ASSISTANCE FROM THE AIRFIELD TO PUSH DOWN ON THE TAIL OF THE AIRCRAFT SO HE COULD MANUALLY EXTEND THE NOSE GEAR. HE WAS UNABLE TO PULL THE GEAR ALL THE WAY TO LOCKED POSITION DUE TO WHAT HE STATED WAS RESISTANCE. THE PILOT ^PRIVACY DATA OMITTED^ STATED THAT NO BINDING HOSES OR FOREIGN OBJECTS WERE FOUND TO BE LODGED IN THE GEAR. AFTER TURNING THE MASTER SWITCH ON, PULLING THE LANDING GEAR PUMP CIRCUIT BREAKER, AND PUSHING THE EMERGENCY LANDING GEAR EXTENSION LEVER DOWN, THE PILOT ^PRIVACY DATA OMITTED^ STATED THAT ONE OF THE GROUND PERSONNEL WAS ABLE TO PULL THE NOSE GEAR TO LOCKED POSITION. HE THEN PUSHED IN THE CIRCUIT BREAKER AND RECEIVED 3 GREEN LIGHTS INDICATING DOWN AND LOCKED. AN EXAMINATION OF THE AIRCRAFT REVEALED DAMAGE TO THE PROPELLER, NOSE GEAR DOORS, AND LOWER FORWARD COWL SECTION CONSISTENT WITH THE STATEMENT FROM THE PILOT ^PRIVACY DATA OMITTED^. THE NOSE GEAR DOORS LEADING EDGE AND LOWER SECTION OF THE ENGINE COWL WERE SCRAPED FROM CONTACT WITH THE RUNWAY SURFACE. THE PROPELLER BLADES WERE CURVED AND DAMAGED. A STATIC FUNCTIONAL TEST OF THE LANDING GEAR SYSTEM WAS PERFORMED WITH THE AIRCRAFT ON JACKS. RESULTS SHOWED AN INTERMITTENT ELECTRICAL ISSUE WITH THE DOWN SOLENOID, AN INTERMITTENT SHORT WITH THE DOWN AND LOCK SWITCH AND ASSOCIATED WIRING, AND A DELAY IN THE HYDRAULIC ACTUATION OF THE LANDING GEAR TO THE DOWN AND LOCKED POSITION. UPON EXAMINING THE PILOTS OPERATING HANDBOOK AND COMPARING IT TO THE CHECKLIST USED BY THE PILOT ^PRIVACY DATA OMITTED^ FOR EMERGENCY GEAR EXTENSION, THE POH HAD BEEN REVISED JUNE 7, 2002 TO INCLUDE PULLING THE 25 AMP CIRCUIT BREAKER FOR THE LANDING GEAR PUMP BEFORE PULLING THE EMERGENCY LANDING GEAR EXTENSION HANDLE. THE CHECKLIST USED BY THE PILOT ^PRIVACY DATA OMITTED^ DID NOT REFLECT THIS CHANGE. THE PILOT ^PRIVACY DATA OMITTED^ STATED THAT HE HAD INCORPORATED THE REVISION IN HIS POH WHEN IT WAS RECEIVED, BUT HAD ONLY SCANNED THE PAGES THAT WERE REVISED AND MISSED THE PROCEDURE FOR PULLING THE CIRCUIT BREAKER, THEREFORE HE STATED THAT HE DID NOT PULL THE CIRCUIT BREAKER FOR THE PUMP.