Thread For Incidents Involving Gear Malfunctions

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pelmet
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Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

It can be interesting to see how things were handled by crews when faced with a faulty landing gear with good ideas on what can be done. This crew seems to have done the best that was possible in an attempt to get the gear down. I thought I might start a thread where these incidents could be placed as a reference for the rest of us on what we may or may not want to do if ever facing a similar situation.....

"C-FWAL, a Pilatus PC-12/47 operated by Air Bravo as flight AB1776 was on descent for Runway 25 at the Thunder Bay Airport(CYQT), ON with 2 crew and 3 passengers on board. During the initial descent, the crew heard a loud bang come from the nose of the aircraft followed by an immediate nose gear unsafe indication in the cockpit. During final approach, the crew selected the landing gear down and received a down and locked indication for the left and right main gear but the nose gear unsafe indication remained. Cycling of the landing gear and use of the emergency gear extension failed to get a nose gear down and locked indication. A fly-by the tower revealed that the nose gear was only partially extended. The crew conducted several firm touchdowns on the runway to try and force the nose gear down, but was unsuccessful. The crew then requested to land on Runway 12 and declared an emergency. While on short final, the engine was intentionally shutdown and the aircraft was force landed. During the landing, the nose gear collapsed completely and the aircraft came to a stop on the centre line of the runway. The crew and passengers then exited the aircraft without injury. The aircraft sustained substantial damage and was subsequently removed from the runway.

An inspection of the aircraft by the operator's maintenance personel revealed that the right hand nose gear drag brace had failed."
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

C-FWYO, an Airco Aircraft Charters Ltd. Beech A100, was operating as flight AR128 from
Edmonton (CYEG), AB to Kelowna (CYLW), BC with 2 crew and 3 passengers and 2000 pounds
of fuel on board. The flight departed CYEG utilizing runway 20 at 1415 MST. After departure, the
flight crew selected the landing gear up. The gear in transit light illuminated and the two green
main landing gear inidicator lights extinguished, but the nose landing gear green light remained
illuminated. The crew requested and received a block of airspace from air traffic services to trouble
shoot the issue. The flight crew subsequently selected the landing gear down, to which they heard
some abnormal mechanical sounds and the status of the landing gear indication lights remained
unchanged. The captain elected to perform a flyby of the control tower in an attempt to get visual
confirmation of the landing gear position. The tower reported that the landing gear appeared to be
in the extended position. The flight crew then completed the manual extension of the landing gear
in accordance with the abnormal procedures, but was unable to cycle the manual extension
handle. The flight crew informed the passengers that they would be returning to CYEG and
conducted a passenger briefing as there was a concern the landing gear was not fully extended
and may collapse/retract on landing. At approximately 1505MST, an approach and touch down on
Runway 20 was subsequently conducted. The captain felt the left side main landing gear
collapsing and executed a go around. The flight crew then requested and received permission to
enter a hold for further troubleshooting. Company maintenance was contacted and the decision
was made to execute an emergency landing. At approximately 1515 MST the aircraft landed
runway 20, the left main landing gear collapsed and the aircraft came to a rest near taxiway B1.
Passengers and crew evacuated out the main cabin entrance door. There were no injuries and
there was no fire.

Subsequent inspection by company maintenance personnel found a taper pin for the nose landing
gear drive sprocket and right main landing gear driveshaft not installed in the right side output shaft
of the landing gear gearbox. This resulted in the landing gears becoming unsynchronized.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by J31 »

pelmet wrote: Fri Dec 11, 2020 8:50 pm C-FWYO, an Airco Aircraft Charters Ltd. Beech A100, was operating as flight AR128 from
Edmonton (CYEG), AB to Kelowna (CYLW), BC with 2 crew and 3 passengers and 2000 pounds
of fuel on board. The flight departed CYEG utilizing runway 20 at 1415 MST. After departure, the
flight crew selected the landing gear up. The gear in transit light illuminated and the two green
main landing gear inidicator lights extinguished, but the nose landing gear green light remained
illuminated. The crew requested and received a block of airspace from air traffic services to trouble
shoot the issue. The flight crew subsequently selected the landing gear down, to which they heard
some abnormal mechanical sounds and the status of the landing gear indication lights remained
unchanged. The captain elected to perform a flyby of the control tower in an attempt to get visual
confirmation of the landing gear position. The tower reported that the landing gear appeared to be
in the extended position. The flight crew then completed the manual extension of the landing gear
in accordance with the abnormal procedures, but was unable to cycle the manual extension
handle. The flight crew informed the passengers that they would be returning to CYEG and
conducted a passenger briefing as there was a concern the landing gear was not fully extended
and may collapse/retract on landing. At approximately 1505MST, an approach and touch down on
Runway 20 was subsequently conducted. The captain felt the left side main landing gear
collapsing and executed a go around. The flight crew then requested and received permission to
enter a hold for further troubleshooting. Company maintenance was contacted and the decision
was made to execute an emergency landing. At approximately 1515 MST the aircraft landed
runway 20, the left main landing gear collapsed and the aircraft came to a rest near taxiway B1.
Passengers and crew evacuated out the main cabin entrance door. There were no injuries and
there was no fire.

Subsequent inspection by company maintenance personnel found a taper pin for the nose landing
gear drive sprocket and right main landing gear driveshaft not installed in the right side output shaft
of the landing gear gearbox. This resulted in the landing gears becoming unsynchronized.

December 5, 2020

https://aviation-safety.net/database/re ... 20201205-0
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pelmet
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

Interesting situation here.......

"C-GFSV, a Central Mountain Air Ltd Beech 1900D operating as GLR8480, was conducting a flight from Prince George Airport (CYXS), BC, to Terrace Airport (CYXT), BC, with 2 flight crew and 6 passengers onboard. During approach, the landing gear did not extend and the flight crew executed a missed approach. The flight crew actioned the appropriate checklist and manually extended the landing gear while in a hold. The flight crew contacted ATC for a second approach, ATC advised that there was an approach ban due to the weather. Due to inflight icing conditions and uncertainty of weather, the flight crew elected to divert to Smithers Airport (CYYD), BC, and requested emergency services to be on standby as a precaution. The aircraft landed at CYYD without incident. There were no reported injuries and no damage to the aircraft.
Upon inspection, maintenance found the landing gear selector valve had failed in the up position. The selector valve was replaced, the landing gear was function checked satisfactory, and the aircraft was returned to service."
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digits_
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Re: Thread For Incidents Involving Gear Malfunctions

Post by digits_ »

I was under the impression that ATC doesn't declare an approach ban in Canada, and that it is up to the crews to determine if they can attempt the approach? One reason being that companies use different ops specs.
Did this change recently?
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

C-GMAA, a Hawker Siddeley HS-748 Series 2A aircraft operated by Wasaya Airways Ltd., was
conducting flight WSG807 from Pickle Lake (CYPL), ON to Sandy Lake (CZSJ), ON. While on
approach to CZSJ, the flight crew selected the landing gear down. During the landing gear
extension the hydraulic system pressure dropped to "0". The landing gear extended and locked,
and the flight crew elected to return to CYPL. Fuel calculations for reduced airspeed with the
landing gear down were completed and the QRH was referenced. The subsequent landing in CYPL
was successful and the aircraft was brought to a stop on the runway.
The operator's maintenance personnel found a fractured fluid fitting on the high pressure hydraulic
filter. Both fittings were replaced and a SDR was submitted to Transport Canada.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

C-GYLD, a Rockwell International 690B aircraft operated by Mag Aerospace, was conducting a
local training flight from Dryden Regional (CYHD), ON as flight BD160 with 2 crew on board.

During the initial takeoff, the crew selected landing gear up and heard a bang followed by an in-
transit landing gear indication. The crew then decided to select the landing gear down and received
an unsafe nose gear indication. The crew conducted a fly-by and received notification that the nose
gear seemed to be extended. An emergency was declared and the crew proceeded to land the
aircraft on Runway 30. During landing, the aircraft settled on the main gear and the crew then
received a nose gear safe indication. As the nose gear settled the aircraft immediately veered to
the right and came to a stop with the right main gear off the side of the runway.
An inspection by the operator revealed that the nose gear wheel was turned to the right and did not
centered.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by '97 Tercel »

Calm down
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Re: Thread For Incidents Involving Gear Malfunctions

Post by valleyboy »

C-GMAA, a Hawker Siddeley HS-748 Series 2A aircraft operated by Wasaya Airways Ltd., was
conducting flight WSG807 from Pickle Lake (CYPL), ON to Sandy Lake (CZSJ), ON. While on
approach to CZSJ, the flight crew selected the landing gear down. During the landing gear
extension the hydraulic system pressure dropped to "0". The landing gear extended and locked,
and the flight crew elected to return to CYPL. Fuel calculations for reduced airspeed with the
landing gear down were completed and the QRH was referenced. The subsequent landing in CYPL
was successful and the aircraft was brought to a stop on the runway.
The operator's maintenance personnel found a fractured fluid fitting on the high pressure hydraulic
filter. Both fittings were replaced and a SDR was submitted to Transport Canada.
If this is the same incident I know of there was a lot more to this than the above summary. Recurring snag and no maintenance intervention until this incident. "ground checked serviceable" one of the most hated phrases in aviation.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by ‘Bob’ »

'97 Tercel wrote: Tue Apr 27, 2021 10:27 pm Calm down
No you calm down.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by lownslow »

valleyboy wrote: Fri Apr 30, 2021 10:00 am "ground checked serviceable" one of the most hated phrases in aviation.
My favourite was “Lubricated and returned to service” which was used so often at this one shop that I once saw it as rectification for an electrical problem.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

Occurrence Summary:
C-FKYZ, a privately registered Piper Comanche PA-24-250 aircraft was conducting a VFR flight
from Golden aerodrome (CYGE), BC, to Osoyoos aerodrome (CBB9), BC, with the pilot and 2
passengers on-board. When downwind for Runway 12 at CBB9 the pilot selected the landing gear
down but no gear down indication was observed. The pilot conducted a fly-past inspection where a
family member of one of the passengers verified that the landing gear appeared to be extended. In
the subsequent downwind leg of the circuit the pilot retracted the landing gear. When the gear was
selected down again, the gear down indication was again absent. The pilot continued with the
landing. Upon touchdown both main landing gear collapsed, followed by the nose gear collapsing.
The aircraft slid to a stop on the runway approximately 800 feet from the end of the runway. There
were no injuries. The aircraft's ELT did not activate.


I have seen a couple of other similar reports recently where the gear did not come down completely and then collapsed on landing. Any ideas why all three gear would not lock down in a situation like this but can still be retracted(assuming it actually did retract which would suggest that it was operating).
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

C-GGSG, a Cessna TU206G with amphibious floats, operated by Cameron Air Service Ltd., was
conducting a VFR flight from Billy Bishop Toronto City Airport (CYTZ), Ontario, to a location along
the French River, with the pilot as sole occupant. While enroute, the pilot encountered low cloud
and visibility in rain showers and elected to divert to the Parry Sound Area Municipal Airport
(CNK4), Ontario. While on approach for runway 35, the landing gear was extended. The pilot did
not receive a gear down indication on the left main gear. After abandoning the approach to conduct
troubleshooting, the pilot was unable to get a visual indication that the gear was down and locked.
The pilot conducted another approach and landed on runway 35, with a normal touchdown and
rollout. As the aircraft began a 180 degree turn to backtrack towards the apron, the pilot felt the left
side of the aircraft begin to settle. The pilot stopped the aircraft on the runway and the aircraft
settled gradually onto the left float. The aircraft was towed clear of the runway to be evaluated by
maintenance.

During inspection of the left hand landing gear, it was revealed that the main oleo pivot bolts were
torqued to the high end of the recommended torque value. The torque was reduced to lower end of
recommended torque value, and multiple gear swings were completed with no faults found. The
aircraft was returned to service.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

I found this one interesting. Normal gear extension jammed the rudder pedal. Using the alternate system seemed to resolve the control issue. I didn't expect that. I wonder why.....

"C-GTHX, a Piper PA-24-250 aircraft operated by KBM Resources Group, was conducting a local
training flight from Thunder Bay (CYQT), ON with 2 pilots on board. During air work exercises, the
gear was selected down and the right rudder pedal locked in position. The gear light did not
illuminate green and aircraft control was maintained in a slow slip to the left. The gear was selected
up, but the landing gear did not retract as the breaker had popped. The breaker was reset and the
gear successfully retracted. Rudder control was restored with the gear retracted. The gear was
selected down once again, and the rudder control issue returned. The gear breaker did not pop
and the gear was retracted. The crew subsequently conducted the emergency manual gear
extension procedure while making full rudder deflections. The gear was lowered successfully, three
green lights illuminated, and no rudder control issues were present. The crew requested to have
emergency vehicles on standby and a low pass was conducted at CYQT. The aircraft landed
without incident.

The operator's maintenance conducted a post-occurrence inspection of the nose gear and
indicated that the clamp holding the shimmy dampener in place had been installed incorrectly,
causing a bolt on the clamp to catch the cowling while the gear was being extended. The clamp
installation was rectified and gear swings were conducted successfully. The aircraft was then
returned to service."
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Re: Thread For Incidents Involving Gear Malfunctions

Post by JasonE »

3 Green. Funny the Comanche I fly only has 1 :) The gear is mechanically connected to all 3, so there is only 1 light. Also the aircraft has a manual extension handle that shows you the physical position of the gear, so no tower flyby required.

Know the systems on the aircraft you fly. I've done the emergency extension, it's a non event on this type.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

JasonE wrote: Fri May 20, 2022 2:15 pm 3 Green. Funny the Comanche I fly only has 1 :) The gear is mechanically connected to all 3, so there is only 1 light. Also the aircraft has a manual extension handle that shows you the physical position of the gear, so no tower flyby required.

Know the systems on the aircraft you fly. I've done the emergency extension, it's a non event on this type.
Could it vary by PA-24 version(or a mod). I have only one flight in a Comanche and don't remember the gear lighting. But I did a bunch of hours in a V35A Bonanza which had one green light while I believe the V35B has 3 green lights.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

C-GTZV, a privately owned Navion B aircraft was on a flight from London International Airport
(CYXU), ON to Midland/Huronia Airport (CYEE), ON. On approach the pilot selected landing gear
down but didn't receive a nose gear down and locked indication. A flyby determined that the nose
landing gear had not extended. The aircraft was low on fuel and the pilot decided to perform a
landing with the nose gear retracted. The aircraft touched down and skidded to a stop off the
runway. There were no injuries, to the pilot who was the sole occupant.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by Scuderia »

pelmet wrote: Fri May 20, 2022 1:17 pm I found this one interesting. Normal gear extension jammed the rudder pedal. Using the alternate system seemed to resolve the control issue. I didn't expect that. I wonder why.....
On the Comanche you can probably achieve more force on the landing gear with the telescoping manual extension lever than the motor itself can before it possibly trips the CB as it did once in the described occurrence. More than likely that additional force allowed the bolt to push past where it snagged on the cowling.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

C-GELD, a Piper PA-31 operated by Adventure Aviation, was conducting a VFR flight from Fort
Saint John, BC (CYXJ) to Fort Grahame, BC (CBW3) with only the pilot on board. During the
approach into CBW3, the pilot extended the landing gear, but did not receive a down and locked
indication for the right main landing gear. The pilot operated the emergency extension hydraulic
pump, but the landing gear position indication did not change. The decision was made to divert to
Grand Prairie, AB (CYQU) with the landing gear extended. On the approach into CYQU, the pilot
declared emergency due to gear indicator not showing that the right main landing gear was down
and locked. Airport rescue and fire fighting (ARFF) were dispatched, and 911 was advised. The
pilot flew a low and over the field and FSS as well as ARFF confirmed all 3 landing gear appeared
to be down. The aircraft completed and uneventful landing and shut down on runway to inspect the
landing gear. The pilot inspected the landing gear and advised he was able to start up and taxi off
the runway under the aircraft's own power.

Subsequent investigation by company maintenance personnel found the downlock rods for the
landing gear were contaminated. The actuating rods were cleaned, gear swings were successfully
completed and the aircraft was returned to service.
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Re: Thread For Incidents Involving Gear Malfunctions

Post by pelmet »

From April. Interesting how a collapsing landing gear was dealt with......

The Thunder Airlines Beechcraft A100 aircraft departed Moosonee, Ontario (CYMO) destined for Fort Albany, Ontario (CYFA). The flight was conducted under VFR conditions.
During the approach the first officer selected the landing gear down, however there was no movement from the landing gear and no gear lights illuminated. The flight crew followed the QRH procedures and manually lowered the landing gear, and observed three green lights, indicating the gear was down and locked. The flight returned to CYMO, and the passengers were briefed on the situation and a landing was performed on runway 24. During touchdown, the flight crew heard an unusual noise from the left main gear location and felt the left wing begin to drop. The left main gear green indicator light also extinguished. The captain immediately aborted the landing, applied engine power, and became airborne, reportedly without any other parts of the aircraft coming into contact with the runway. The flight crew decided to divert to Timmins Victor M. Power Airport (CYTS), ON, a main base for the operator with emergency services, since the aircraft had sufficient fuel and VFR conditions existed throughout the route. The flight crew declared an emergency and proceeded to land on runway 21. The aircraft touched down on the nose and right landing gear and settled on the left side of the belly pod. The aircraft skidded until it stopped at the intersection of runway 10/28. All occupants exited the aircraft and no injuries were reported.
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