P2006T instructor reported a landing gear malfunction during the initial climb on a training flight at a non-towered airport. The instructor took the controls and after manual gear extension; returned for a safe landing.
Synopsis
P2006T instructor reported a landing gear malfunction during the initial climb on a training flight at a non-towered airport. The instructor took the controls and after manual gear extension; returned for a safe landing.
Narrative
During a multi-engine training flight; our aircraft experienced a gear malfunction on the Upwind leg of the pattern. When the gear was retracted; the gear was in transition and then failed to fully retract. With no indication the gear was down and locked or up and locked (no green lights to indicate down and in transition light remaining on) we decided to abandon our training flight to troubleshoot the problem. We got out of the vicinity of the airport at 1000 feet above the pattern altitude and attempted to retract the gear; but it failed to retract. We then contacted maintenance personnel on the ground for the flight school and attempted to troubleshoot with their advice. Since our emergency gear extension is a one use system we decided to leave it for a last resort. We attempted to cycle the gear again; pull circuit breakers; and yaw and G-load the aircraft to no avail. After a low approach where personnel on the ground advised us our gear was not fully extended we decided to climb in the pattern and fly 1000 feet above pattern altitude to continue our troubleshooting to be able to hear our maintenance team on the ground with their handheld radio. Finally it was decided to use the emergency gear extension system. When we were advised to do so; we followed the approved checklist and the gear also failed to extend even with the emergency procedure completed satisfactorily to our knowledge. Once that happened; we notified the local airport manager that there could be a potential emergency where we could need to land with the gear partially extended. He contacted airport personnel and while they were en route we discovered that the emergency gear pressure release valve had come loose and did not actuate when we turned the handle. We discovered we had a multi-tool in the aircraft and used it to tighten a hex screw so that we could actuate the valve properly and the gear now indicated down and locked (3 green lights). We continued to circle and wait for airport personnel and then did a low approach to check the gear one more time and saw that it appeared locked. We decided to continue for a landing and I was the one at the controls. On short final when I selected full flaps the landing gear horn sounded and so I went around to troubleshoot it one more time. It was decided that the circuit breakers we had pulled and not replaced had caused the horn to not operate properly and we did not want to reset them since it could cause the pump to malfunction and retract the gear and so; once airport services arrived; we landed with the horn on. The landing was successful and the student and myself walked away safely. The aircraft was found to have a faulty relay to the gear pump and it was replaced. What could have been improved: What I could have done better in the situation was to come prepared with tools to potentially work on the aircraft in the air if needed. I carry a screw driver with me; but it does not work effectively for hex screws and does not have pliers etc like a multi tool does. Thankfully there was one available in the plane or this situation could have ended poorly. I will now carry a multi tool with me during my future flights.What went well: In this situation there was a lot that went incredibly well. The student(who was a CFI/CFII) and I worked well as a crew and took turns flying and troubleshooting as necessary (CRM). We were in communication with the crew on the ground and also other traffic around the airport to maintain our situational awareness. We also used our ADS-B In system for additional traffic awareness (Used all available resources). Our maintenance team on the ground walked us through options and helped us find the problem. The airport manager helped to coordinate support and outline a plan for us so that everyone knew what was happening and it was as safe as possible. We also had the aircraft refueled before our flight which allowed us to troubleshoot for such a long time.What could be done to prevent this: I discussed the situation with the maintenance team and other MEI's and some potential preventative measures were brought up. Since the Gear Pump Relay has failed previously maintenance is going to begin replacing that relay every 100 hour inspection. As flight instructors during our preflight we check all the necessary items; but it is nearly impossible to check a relay or to confirm that the Emergency Gear Release Valve Handle is properly tightened since it is safety wired closed and we would need to remove it to check along with not being able to operate it on the ground. Instead; I briefed them on what occurred during the flight and how it was resolved. In the future if we have any gear malfunctions and need to use the emergency gear extension we know to confirm that the Release Valve properly operates by holding onto the valve itself to feel the hydraulic fluid rush out of the system to equalize. Additionally; we know that the multi-tool should always be kept in the plane incase this situation occurs in the future. The hex screw may also have thread lock applied to it in the future.
Second reporter narrative
We departed ZZZ with the intention to do a couple of takeoff and landings at ZZZ. After one landing with a taxi back; we departed runway XX and on upwind noticed the gear motor on indicator was staying on and the gear in transit light was remaining on longer than expected. Once it was clear it was not just our impatience with it; we attempted to cycle the gear; with no luck. Several attempts were made at various airspeeds and control inputs to try to assist the gear in moving. After some conversations with crews on the ground; it was determined it was time to attempt the manual gear extension process. After opening both of the valves to lower the gear; no change in indication. We then noticed how the right valve handle did not seem to have any resistance to it; as would be expected when turning the valve (like the left one did). It was then discovered the handle to the right valve was able to come off of the valve. This led us to believe the valve was not actually turning. After some back and forth with a multi-tool trying to turn the valve; then trying to get the handle reinstalled; we were able to get the valve to turn; quickly illuminating all three green lights with the gear handle in the down position. After coming in for an initial attempt at landing; the gear up horn came on and the decision was made to go around. At this point airport services were called in as a precaution with the warning still coming on even with three green. Once they were staged; we came back in for an uneventful landing.A more thorough inspection of the emergency extension handles during preflight could have prevented the delay in getting the gear down with the manual extension. Although; this would be difficult as it is safety wired in place.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.