On May 11th, 2024, a Hop! Embraer ERJ-170, registration F-HBXI, operating on behalf of Air France as flight AF-4190 from Paris Charles de Gaulle to Toulouse, was forced to go around on final approach after a landing gear warning indicated a potential unsafe configuration.
The aircraft was descending toward runway 14R at Toulouse-Blagnac Airport when, at approximately 1,600 feet MSL (about 1,000 feet AGL), the crew received an unsafe gear indication. The pilots initiated a go-around and subsequently declared an emergency, positioning for another approach while troubleshooting the issue. About 17 minutes after the initial go-around, the ERJ-170 landed safely on runway 14R without further incident.
France’s BEA dispatched four investigators to Toulouse. The aircraft remained on the ground for 11 days following the occurrence. On May 22nd, 2024, the BEA confirmed the aircraft had experienced a left main gear unlocked indication and classified the event as a serious incident.
In its final report released on Feb 11th, 2026, the BEA concluded that during extension of the landing gear on the first approach, the locking-stay bracket separated from the left main landing gear, causing a misalignment of the gear position sensors. As a result, the system failed to detect the “gear locked” position and triggered the cockpit warning.
The captain, acting as pilot monitoring, initially recycled the landing gear as a reflex action, without first consulting the associated procedure. When the warning persisted, the crew discontinued the approach and carried out the appropriate checklist while flying a radar-vectored circuit. Six minutes after the go-around, the procedures were completed and the captain assumed the role of pilot flying for the second approach.
Although the landing itself was uneventful, the “LANDING GEAR” warning remained active from flap selection during the second approach until after touchdown. Investigators determined this was due to an error involving the aural warning circuit breaker, combined with the difficulty of visually confirming the status of pulled circuit breakers in the cockpit.
The BEA also identified a contributing factor to the mechanical failure: the use of manufacturer-recommended nuts that were not designed to withstand the torque values specified in the documentation, which may have led to the rupture of the locking-stay assembly.
The incident underscores how mechanical anomalies, compounded by procedural and human factors, can escalate rapidly—but also how disciplined crew coordination can safely resolve a potentially hazardous situation.
