Cessna 425/441 Conquest I/Conquest II
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Flight Crew Last 90 Days 75; Flight Crew Total 7750
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing; Ground Event / Encounter Ground Strike - Aircraft
Aircraft Aircraft Damaged; Flight Crew Took Evasive Action; General Maintenance Action
Human Factors
Nose landing gear failed to extend on an IFR flight. On downwind visual approach selected gear down opposite point of touchdown; two green lights for Main Landing Gear (MLG) no nose gear down indication. Hydraulic pressure light stayed on. Cycled gear numerous times to see if the Nose Landing Gear (NLG) would release. Informed passengers that there was a landing gear issue and flew up to 4;000 feet and orbited the airfield. Engaged autopilot and referred to the POH-abnormal and emergency section. Notified the airport personnel on UNICOM of the nose gear problem and requested emergency equipment. Made a low approach and they verified we had no nose gear and the gear doors were closed on the nose gear. Returned to checklist and followed the emergency landing gear blow-down procedures as per the checklist. Slowed the aircraft to 10 kts below the blue line and performed the emergency blow-down procedure--we heard the system actuate but the nose gear did not extend. Inquired about [near-by] Air Force base as an option but gear was stuck down and it was 40 miles way so I decided to stay and land at [planned arrival airport]. [Identified] situation on UNICOM after a second low pass; confirming nose gear was up and doors closed. Lowered flaps to full; main gear down; set high power setting to burn off excess fuel. Made a total of 3 orbits around the airport at 4;000ft. UNICOM contacted me and confirmed emergency equipment was in place. Shifted weight of passengers and cabin items to rear of cabin for weight distribution and briefed them for landing and confirmed seat belts were secure for all passengers. Set up for normal left downwind base and final pattern and landed according to the POH--104kts indicated; flaps set APR; landed on mains nose high; punched firewall shutoff valves; closed battery switches. Landed on centerline of runway. Props contacted the runway before firewall switches closed and pulled battery switches. Remained on the centerline and slid to a smooth stop. All passengers exited safely via right over wing emergency door--no injuries.All 3 landing gear up latch actuators had recently been resealed due to leaks and I noticed on the preflight that the L/H MLG had seeped a few drops on the floor and I took a photo to notify maintenance. No indication of any issues with R/H or nose gear during preflight. The landing gear and hydraulic system functioned properly to retract the gear and flaps after takeoff.
The reporter indicated that following the rebuilding of the three landing gear actuators; the nose landing gear clevis pin nut had not been safetied. This resulted in the loss of the nut and pin; and the inability to extend the nose landing gear under any means.
A C441 corporate pilot was unable to extend the nose landing gear by normal or alternate means; resulting in a successful landing with nose gear not extended. It was reported that a failure to safety the nose landing gear actuator hardware following maintenance work caused the mechanical problem.