Thread For Incidents Involving Gear Malfunctions

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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

Looks like landing through snowdrifts on a previous flight damaged the aircraft or maybe when the gear was retracted on the following flight. Not a bad idea to look at the wheel wells on a walkaround. I remember landing an aircraft on a slush/very wet snow runway once. Spent a long time cleaning slush out of the wheel well all in the hope that the gear wouldn't freeze in the up position on the next flight. Not fun with a bunch of closely spaced hydraulic lines, etc in the wells. Much better if the runway can be cleared first(or have a warm destination, so there is no chance of the gear freezing).........


C-FWXI, a Beech B200 operated by Beaver Air Services (dba Missinippi Airways), was conducting
a flight from South Indian Lake (CZSN), MB to Thompson (CYTH), MB. Shortly after takeoff from
CZSN, the crew noted that the landing gear did not fully retract. The crew subsequently selected
gear down and noticed that the nose gear and right gear indicated down and locked but the left
gear indication did not. The crew completed the checklist, including a manual gear extension, but
did not receive the left gear down and locked indication. After consulting with the operator's
maintenance via satellite phone, the aircraft entered a hold near CYTH to troubleshoot. A low
approach was then conducted at CYTH where FSS and the operator's maintenance personnel
reported the gear appeared to be in the down and locked position. The crew then declared an
emergency and requested emergency services. The aircraft landed uneventfully and taxied to the
north apron without incident. Upon shutdown, the captain remained in the cockpit and continued to
pump the manual extension pump handle until a jack was placed under the left wing.

It was reported that during the previous flight's landing, there were snow drifts present on the
runway in CZSN. The operator's maintenance inspection of the aircraft in CYTH following the
occurrence found that the main wheel wells were packed with snow and found that the left-hand
gear drag brace down lock was only 1/4 of the way over the down lock pin. Further inspection
found that the down lock pin was bent, which may have prevented the down lock hook from fully
engaging.
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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

C-GPAK, an Iskwew Air Incorporated Piper PA-31-350 (Navajo Chieftain) operating as training
flight SG100T from Boundary Bay (CZBB), BC, to Vancouver International (CYVR), BC, with 2
pilots on board. During approach into CYVR, the flight crew selected the landing gear down and
the left main gear green light did not illuminate, the red unsafe gear light did illuminate, and the
landing gear handle remained in the down position. The crew aborted the approach and flew to the
Vancouver VOR to troubleshoot the landing gear issue. The crew was unsuccessful in correcting
the landing gear discrepancy and flew past the CYVR control tower. The tower controller
confirmed that the landing gear appeared to be in the down position. The crew returned to the
Vancouver VOR and conducted an emergency gear extension procedure with no resulting change
in the cockpit indications. The crew declared an emergency and proceeded to land at CYVR with
aircraft rescue and firefighting (ARFF) crews on standby. The aircraft landed safely.

After landing, the crew shutdown and inspected the landing gear down locks. Despite the cockpit
indications, all landing gear locks were confirmed to be in place and the crew taxied to the hangar.


The checking of the gear prior to taxi seems like a good idea. That being said, it could be risky going underneath the aircraft.
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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

Interesting that he shut down an engine just in case. I'm thinking I probably would not do that for 3 green. Your thoughts?.........

"C-GECD, a privately registered PA-31T2 (Cheyenne II), was on an IFR flight plan from Grand
Prairie (CYQU), AB to La Crete (CFN5), AB with just the pilot on board. During landing gear
retraction after take-off, the pilot observed 2 green landing gear lights (right main and nose) and a
red light for the left main landing gear. After cycling the landing gear (no change to the indication)
the pilot used the 'blow down' system which resulted in 3 green lights. The pilot elected to
shutdown the left engine (Pratt and Whitney Canada PT6A-135A) just in case the left main landing
gear collapsed. ARFF was standing by for the single-engine approach and landing which was
uneventful."
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digits_
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Re: Thread For Incidents Involving Gear Malfunctions

Post by digits_ »

pelmet wrote: Tue Apr 25, 2023 9:32 am Interesting that he shut down an engine just in case. I'm thinking I probably would not do that for 3 green. Your thoughts?.........

"C-GECD, a privately registered PA-31T2 (Cheyenne II), was on an IFR flight plan from Grand
Prairie (CYQU), AB to La Crete (CFN5), AB with just the pilot on board. During landing gear
retraction after take-off, the pilot observed 2 green landing gear lights (right main and nose) and a
red light for the left main landing gear. After cycling the landing gear (no change to the indication)
the pilot used the 'blow down' system which resulted in 3 green lights. The pilot elected to
shutdown the left engine (Pratt and Whitney Canada PT6A-135A) just in case the left main landing
gear collapsed. ARFF was standing by for the single-engine approach and landing which was
uneventful."
I'm wondering if the pilot was the owner of the plane. Your brain works a bit differently sometimes when you're the one paying the bills.
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As an AvCanada discussion grows longer:
-the probability of 'entitlement' being mentioned, approaches 1
-one will be accused of using bad airmanship
pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

Google Translated:

C-GJBV, a Beechcraft King Air 100 operated by Skyjet Aviation M.G., as LSJ512,
was on an instrument flight rules flight from Sept-Îles, QC Airport (CYZV)
to Port Meunier, QC (CYPN). After takeoff, the crew selected the lever
landing gear control lever in the retract position and observed that the landing gear indication
in transit remained on. At 1000 feet above ground, the reference manual procedure
quick and emergency checklist were completed by the crew without success. A
emergency was declared and a low approach was carried out in front of the control tower at CYZV
which allowed the air traffic controller to confirm that the landing gear was half extended.
The crew decided to modify the flight route to land at the Quebec/Jean Lesage airport,
QC (CYQB). Once at CYQB, the aircraft performed a holding pattern to burn fuel as
than indicated in the emergency procedure. The crew then proceeded to manually extend the gear
landing which was satisfactory.

On final approach, the engines were shut down as a measure
caution and the aircraft landed safely. Rescue and countermeasures services
aircraft fires (SLIA) inspected it once stationary and it was able to be towed afterwards
to the company hangar. There were no damages or injuries. The visual inspection has
determined that a flat tire had become stuck in the door as the train pulled away.
retracted
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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

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C-GYBF, a Conair Group Incorporated Air Tractor AT802 (Fire Boss) amphibious float equipped
aircraft was conducting fire suppression operations as flight FGD699 with only the pilot on board.
The aircraft took off from Campbell River (CYBL), BC, with an intended final destination of
Abbotsford (CYXX), BC. During water scooping operations on Cameron Lake (49°17'35" N,
124°37'22" W), the pilot noticed the landing gear hydraulic pumps were on and running
continuously. The pilot suspected a hydraulic leak and pulled the landing gear pump circuit
breakers. Subsequently, he detected the smell of hydraulic fluid. The pilot determined that there
was a risk that the landing gear would not extend safely and elected to leave the landing gear up.
He diverted to Harrison Lake and planned a water landing. Company Maintenance was advised,
and they sent a recovery team and boat to meet the aircraft. The landing on the lake was
uneventful and the aircraft was pulled up to the beach and secured.
Maintenance found a pinhole leak in a nose gear hydraulic line in the left float. The line was
replaced, fluid was replenished, and gear cycles were completed on the water. The aircraft then
returned to the company base at CYXX.
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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

From TSB.....

C-GCBL, an AC Airways Limited Cessna 210C (Centurion) aircraft, was conducting a flight from
Pitt Meadows (CYPK), BC, to Kamloops (CYKA), BC. On final approach to Runway 09 at CYKA,
the pilot noticed an issue with the hydraulic system that operates the landing gear and flaps. The
flap travel was limited and the landing gear did not extend. The pilot informed the flight service
station that they were having gear issues and intended to troubleshoot the problem. After actioning
checklists from the pilot operating manual and consulting with company, the situation was
unchanged. The pilot decided to return to CYPK where they circled for approximately one hour to
reduce the fuel onboard. The pilot then conducted one planned approach overshoot and then
landed with the main gear retracted. City fire department crews and equipment were waiting on
scene. The aircraft came to rest on the runway surface with only the nose gear extended. There
was no fire and the aircraft sustained minor damage. There were no injuries.
The aircraft was recovered to the company hangar where maintenance will inspect the aircraft.
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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

From TSB.....

C-FSWN, an Iskwew Air Piper PA-31-350 (Chieftain) airplane, was conducting flight SG309 from
Vancouver International Airport (CYVR), BC, to Qualicum Beach Airport (CAT4), BC, with the pilot
an 2 passengers on board. After takeoff, the pilot selected gear up but the gear would not retract. It
appeared that the nose gear wheel was turned 90° to the airplane. The pilot requested an
inspection pass by the air traffic control tower who confirmed that the nose gear was sideways to
the aircraft. Aircraft fire fighting rescue (ARFF) crews and equipment were put on standby. The
pilot landed the aircraft and sparks and smoke came from the nose gear wheel and tire. The
aircraft was stopped on the runway and was met by ARFF. The passengers were deplaned and the
aircraft remained on the runway for approximately 3.5 hours while a tow was being arranged.
There were no injuries. The aircraft sustained minor damage.
It was determined that the nose gear's upper and lower torque link assemblies were not connected.
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Re: Thread For Incidents Involving Gear Malfunctions

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From the TSB.....

C-FTES, a privately registered Cessna 337G, was conducting an IFR flight from North Bay/ Jack
Garland Airport (CYYB), ON, to St. Catharines/Niagara District Airport (CYSN), ON, with 1 pilot
and 2 passengers onboard. During initial climb from CYYB, the pilot noticed that the left main
landing gear door was still open after the gear retraction. Once in level cruise, the pilot
unsuccessfully tried to deploy the landing gear. The pilot subsequently ran the applicable checklist
from the flight manual and declared PAN PAN with ATC, stating his intention to continue the flight
to CYSN. Once in range of CYSN, the pilot requested a descent into VFR conditions, after which
he attempted a manual landing gear extension, which was not successful. After an hour of circling
and additional troubleshooting in consultation with his AME via telephone, the pilot elected to land
on the grass beside Runway 01 with ARFF standing by. The pilot shut both engines off before
touchdown and landed the aircraft on its belly. The aircraft sustained damage to the front propeller,
the landing gear doors, and to the belly. The occupants exited the aircraft without injuries. There
was no post impact fire. Preliminary maintenance information indicates a failure of the nose landing gear actuator which
caused a loss of hydraulic fluid in the landing gear system.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

Looks like the procedure is to shut down the engine on the faulty gear side.....

C-GJZF, a Jazz Aviation LP Bombardier DHC-8-402 aircraft was conducting a test flight JZA7190
at Toronto / Lester B. Pearson International Airport (CYYZ), ON following the replacement of a
spoiler cable due to a previous defect. On board were the two flight crewmembers and two
maintenance personnel. During the approach to Runway 24L, the landing gear was extended, and
the flight crew received an unsafe indication for the Left Main Landing Gear. In response, the crew
aborted the approach and initiated a climb to 5000 feet above sea level (ASL). They then followed
the Quick Reference Handbook (QRH) procedures and declared a PAN PAN emergency with Air
Traffic Control (ATC).
Despite completing the QRH procedures, the unsafe landing gear indication persisted. The flight
crew made the decision to execute a landing with the landing gear in the unsafe condition, in
accordance with the QRH. This procedure also required shutting down the number one engine.
The aircraft executed a safe landing on Runway 15L. After coming to a stop on the runway, the
flight crew shut down the right engine as Airport Rescue and Fire Fighting (ARFF) personnel
approached the aircraft.
Upon inspection on the runway, maintenance discovered a tool jammed in the left landing gear,
preventing it from fully extending. Subsequent investigation determined that the tool found was an
extension magnetic tool, not under the operator's control, and lacking any identification markings.
The operator conducted research into prior maintenance in the area but found no documented
reason for the tool to be located there.



...from TSB.
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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

From TSB via google translate.....

C-FAMS, a Piper PA-31-325 operated by the General and Professional Education College of
Chicoutimi was carrying out a maintenance flight under visual flight rules from the airport of
Chicoutimi/St-Honoré, QC (CYRC) with a pilot and an aircraft maintenance technician on board. At
moment of ascent, after having carried out a simulated IFR approach to Bagotville airport,
QC (CYBG), the pilot observed an indication that the landing gear was not completely
retracted. The pilot canceled the planned second simulated IFR approach and received clearance to
climb to 3000 feet to carry out checks. The pilot completed the checklist
of the Quick Reference Manual (QRH) but the indication that the left gear was not
fully extended or locked has remained lit. The pilot asked the air traffic controller to
CYRC authorization to make a low pass in front of the tower for a visual check of the
position of the landing gear. The air traffic controller confirmed that the wheels were down.
The pilot followed the applicable emergency procedure and requested rescue and response services.
against aircraft fires (SLIA). The aircraft landed without incident.
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mmm...bacon
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Re: Thread For Incidents Involving Gear Malfunctions

Post by mmm...bacon »

Somebody’s not going to have a Merry Christmas - C-GPTH, Pa 34-200, just drove by us at KTRM on a flatbed with the gear up, and the prop tips curled back. Explains the earlier NOTAM closing the runway. No reports as of yet, but one hopes it’s a hardware problem, not a software malfunction.
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