B738 - G/A after 'gear indication problem'
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B738 - G/A after 'gear indication problem'
Hi folks,
No 'near death experience', no school barely missed, just an operational inquiry :-)
Couple of weeks ago I was flying as pax. On approach to CGN, ~15 sec after the gear was lowered, a G/A was made. Gear/flaps were retracted normally. A minute or so later, captain's PA mentioned there was a gear indication problem and we'd hold to troubleshoot the issue. 10 mins later, another PA that the problem was cleared and we would return to land. During this troubleshooting process, no attempt to lower the gear was made.
Second approach and landing were uneventful.
Now my question: what could this have been? There are 2 pairs of gear indicator lights on the NG (next to the lever, on the aft overhead) so if it would have been just a green light not lighting up, the second indicator should have showed this, no? Or is this optional equipment (EI registered a/c)?
If there was a genuine concern the gear was not down/locked, surely an attempt to lower the gear during the troubleshooting process would have been made?
Not second guessing the crew, it was all handled well and calmly - just trying to understand the situation.
Thanks
Mark
No 'near death experience', no school barely missed, just an operational inquiry :-)
Couple of weeks ago I was flying as pax. On approach to CGN, ~15 sec after the gear was lowered, a G/A was made. Gear/flaps were retracted normally. A minute or so later, captain's PA mentioned there was a gear indication problem and we'd hold to troubleshoot the issue. 10 mins later, another PA that the problem was cleared and we would return to land. During this troubleshooting process, no attempt to lower the gear was made.
Second approach and landing were uneventful.
Now my question: what could this have been? There are 2 pairs of gear indicator lights on the NG (next to the lever, on the aft overhead) so if it would have been just a green light not lighting up, the second indicator should have showed this, no? Or is this optional equipment (EI registered a/c)?
If there was a genuine concern the gear was not down/locked, surely an attempt to lower the gear during the troubleshooting process would have been made?
Not second guessing the crew, it was all handled well and calmly - just trying to understand the situation.
Thanks
Mark
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Bad luck if both green bulbs for the corresponding gear blow at the same time and require replacement!
Either a green light on the overhead or one beside the gear lever is confirmation that a gear is down and locked, irrespective of a possible gear disagree (red) light illuminated beside the lever.
Either a green light on the overhead or one beside the gear lever is confirmation that a gear is down and locked, irrespective of a possible gear disagree (red) light illuminated beside the lever.
Join Date: Jun 2002
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Problems equals checklists
The time you don't really want to do any trouble shooting is a few minutes before you land, all the the time getting closer to the ground. So discontinuing the approach and giving yourself a bit of time to think and read checklists as you increase your distance from the ground is an excellent idea. I'm sure that if the checklist said operate the gear that would have been done.
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So you're saying you wouldn't follow standard Boeing SOP and check the gear indication on the aft overhead if one of the greens doesn't light up?
Not saying that's what happened, but I don't agree with your strict 'black & white' world.
Not saying that's what happened, but I don't agree with your strict 'black & white' world.
de minimus non curat lex
Unless you know just what the problem was, it is at best speculation as to the sequence of events.
The second pair of GREENS on the overhead panel are the definitive indication as to whether the gear is down & locked.
Clearly the crew took the safe course of action by going around.
Consult the QRH. Speak to the LMC.
Resolve the problem ~ uneventful landing. File ASR........END
The second pair of GREENS on the overhead panel are the definitive indication as to whether the gear is down & locked.
Clearly the crew took the safe course of action by going around.
Consult the QRH. Speak to the LMC.
Resolve the problem ~ uneventful landing. File ASR........END
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Ka8 - I think you should stick with sitting in the back. This is because we live in a "grey" world and my suggestion was one of its various shades. Because unless you know exactly what the problem was, which checklist and procedure should have been followed and what the crew did to confirm they solved the problem they were presented, your suggestion is complete bo!!ocks.
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