CEN10LA076

The pilot reported that the landing gear failed to extend prior to landing. His attempts to manually extend the landing gear in accordance with the manual extension procedure from the airplane flight manual were not successful. He subsequently executed an emergency gear-up landing. A postaccident inspection revealed that the emergency gear engagement handle was not in the engaged position. When the handle was engaged, subsequent movement of the extension lever manually lowered the landing gear. Further examination revealed that the landing gear motor circuit breaker was open (popped). The landing gear motor and circuit breaker were located under the cabin floor aft of the forward wing spar. When the circuit breaker was reset and electrical power applied to the airplane, the landing gear was successfully extended using the normal procedure.

On December 10, 2009, at 1856 central standard time, a Beech model 200 airplane, N411BL, piloted by an airline transport pilot, was substantially damaged during an emergency gear-up landing on runway 24 (7,602 feet by 150 feet, concrete) at Lambert-St. Louis International Airport (STL), St. Louis, Missouri. The pilot reported that the landing gear failed to extend properly on initial approach. His subsequent attempts to lower the landing gear with the manual extension procedure were unsuccessful. The flight was being conducted under 14 Code of Federal Regulations Part 135 on an instrument flight rules flight plan. Night visual meteorological conditions prevailed. The pilot and 6 passengers on-board were not injured. The flight departed Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri. The intended destination was STL. The pilot stated that he attempted to lower the landing gear on final approach about six miles from the runway. He reported that when he selected gear down nothing happened. He attempted to cycle the landing gear a few times with no effect. The pilot subsequently executed a missed approach in order to troubleshoot the problem. His efforts to lower the landing gear normally were not successful. The pilot stated: “I then followed the check list for gear malfunction and manual gear extension. I pulled the gear circuit breaker, pulled the lever out, rotated it 90 degrees clock wise to engage the system and started pumping. I felt no pressure as I was pumping; I pumped about 40 or 50 times.” During several low approaches, air traffic controllers confirmed that the landing gear was not extended. The pilot then set-up up for and executed a gear up emergency landing. The pilot and passengers exited through the main cabin door. A post accident inspection revealed that the landing lever was in the down position, the extension lever was unstowed, and the emergency engagement handle was in the down position (not engaged). Movement of the extension lever at that time did not produce any corresponding movement of the landing gear torque shafts. The engagement handle was subsequently pulled up and rotated to lock it in the engaged position. At that time, movement of the extension lever produced corresponding movement in the torque shafts. In that configuration, with the airplane supported on jacks, manual extension of the landing gear was successful. Further examination revealed that the landing gear motor circuit breaker was open (popped). The circuit breaker was located adjacent to the motor under the cabin floor panel, aft of the forward wing spar. The circuit breaker was reset and electrical power was applied to the airplane. The landing gear was operated using both the normal and manual systems with no anomalies observed. The airplane flight manual provided a procedure for manual extension of the landing gear. The procedure noted: Establish 130 knots airspeed, pull (open) the landing gear relay circuit breaker on the pilot’ssub-panel, place the landing gear handle in the down position, lift and turn the emergency engagement handle to engage the system, and pump the extension lever until all three green gear down instrument panel lights are illuminated. Maintenance records indicated that the most recent continuous airworthiness phase inspection was completed on August 25, 2009. At the time of the accident, the airframe total time was approximately 9,648 hours, with 9,670 total cycles.