Summary
On 2 February 1999 at 1956 UTC, a Piper PA-30 (registration G-BAWU) departed Exeter Airport for a local night flight. Shortly after takeoff, during the climb, the landing gear selector was moved to UP, causing an immediate electrical failure with loss of cockpit illumination and radio power. The crew decided to terminate the flight and attempt emergency manual gear extension in darkness using torches.
Aircraft and Flight Details
The aircraft, a Piper PA-30, was manufactured in 1967 and powered by two Lycoming IO-320-C1A piston engines. It was on a private flight with two crew and two passengers. The commander, aged 70, held a Private Pilot's Licence with IMC and Night Rating, and had 3,568 total flying hours (550 on type). No injuries were sustained by any occupants. Damage was limited to the propellers and fuselage underside.
Incident Narrative
Following the electrical failure, the crew performed the emergency gear extension checklist. This involved removing an access panel, lifting a release lever to disengage the landing gear motor from the torque tube, then using an extension lever inserted into sockets on the torque tube to manually rotate and lock the gear. After completing the procedure, the crew heard a "clunk" interpreted as gear down and locked. Electrical power partially returned, allowing intermittent radio contact, but no down-and-lock indication was visible. A low flypast over the tower enabled a visual inspection; the controller assessed the nose gear as extended, though conditions were dark. Confident, the crew executed a normal approach. On touchdown, the gear collapsed and the aircraft slid to a halt at the runway side. Emergency services arrived, and the aircraft was evacuated without injury.
Post-Inspection Findings
The maintenance organisation inspected the aircraft and concluded that the main landing gear doors were undamaged, indicating the gear likely had not been extended. Examination showed that while the motor release lever had been raised, the hooked sleeve had not slid forward to release the linkage, preventing torque tube rotation. However, severe distortion of the motor linkage suggested some rotation occurred while the output shaft was still engaged. The commander disagreed, stating full lever travel was achieved. Subsequent daylight tests revealed the release lever required forward push past a resistance point and side-to-side rocking to effect full release, a nuance not mentioned in the Flight Manual. The electrical failure was attributed to the aircraft's DC generators requiring approximately 1600 RPM to maintain charge. The maintenance organisation opined that the battery likely discharged during pre-flight, engine start, and extended taxi, and that the additional load from the gear motor caused the battery relay to open. After the motor stopped, the battery recovered sufficiently for the relay to close, restoring partial power. A later battery check showed 90% capacity, and no electrical system faults were found.