Narrative:

Final takeoff checks verified position of flaps, spoilers, etc. Takeoff proceeded normally through ground roll. After rotation, I called for gear up and copilot responded accordingly. I then called for flaps up and got normal retraction. Almost immediately we noticed a loud rumbling noise and realized that the gear was still extended. We immediately recycled the gear switch to no avail. At this point we advised ATC and requested a level off at 10000' MSL to investigate. After cycling gear switch several times, and verifying normal hydraulic pressure and circuit breaker panels, we requested a return to yul for closer inspection. Being vectored back to final we verified tip tank weight and aircraft weight to be below the maximum for landing and proceeded with the checklist. We then realized that flaps were inoperative, even though hydraulic pressure was normal. Our present weight with 0 degree flaps called for an approach speed of 170 KIAS and tower was so advised. Approach was otherwise normal to T/D. Upon T/D it became obvious that neither the spoilers had extended nor the thrust reversers had deployed. This left me with only wheel brakes which I immediately applied. At this point, although experiencing normal, the right antiskid system failed to operate properly causing the right main tire to lock up. At such a high rate of speed this blew the tire. After clearing the runway I did an on the spot inspection verifying that one tire had blown. I elected to attempt taxi on the remaining tire, but it failed after a few hundred yds. This effectively blocked taxiway a at yul for approximately 45 mins. Subsequent repairs found an obscure electrical problem linking the failed hydraulic systems. The antiskid system failure was unrelated. Callback conversation with reporter revealed the following: after much search and research from the mfg it was discovered an electric diode between 3 circuit breaker and the electrical buss had failed resulting in no power getting to the selector valve for the flaps and spoiler system. Once replaced everything back to normal. Reporter admitted not totally knowledgeable on the exact location of this diode. Canadian equivalent to the FAA wanted to turn over the NTSB but they were not interested in the incident since no damage resulted. This particular failure was not familiar to any of the maintenance people until they had gone to the mfg.

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Original NASA ASRS Text

Title: UNABLE TO RAISE LNDG GEAR RETURN LAND BUT UNABLE TO LOWER WING FLAPS.

Narrative: FINAL TKOF CHKS VERIFIED POS OF FLAPS, SPOILERS, ETC. TKOF PROCEEDED NORMALLY THROUGH GND ROLL. AFTER ROTATION, I CALLED FOR GEAR UP AND COPLT RESPONDED ACCORDINGLY. I THEN CALLED FOR FLAPS UP AND GOT NORMAL RETRACTION. ALMOST IMMEDIATELY WE NOTICED A LOUD RUMBLING NOISE AND REALIZED THAT THE GEAR WAS STILL EXTENDED. WE IMMEDIATELY RECYCLED THE GEAR SWITCH TO NO AVAIL. AT THIS POINT WE ADVISED ATC AND REQUESTED A LEVEL OFF AT 10000' MSL TO INVESTIGATE. AFTER CYCLING GEAR SWITCH SEVERAL TIMES, AND VERIFYING NORMAL HYD PRESSURE AND CB PANELS, WE REQUESTED A RETURN TO YUL FOR CLOSER INSPECTION. BEING VECTORED BACK TO FINAL WE VERIFIED TIP TANK WT AND ACFT WT TO BE BELOW THE MAX FOR LNDG AND PROCEEDED WITH THE CHKLIST. WE THEN REALIZED THAT FLAPS WERE INOP, EVEN THOUGH HYD PRESSURE WAS NORMAL. OUR PRESENT WT WITH 0 DEG FLAPS CALLED FOR AN APCH SPD OF 170 KIAS AND TWR WAS SO ADVISED. APCH WAS OTHERWISE NORMAL TO T/D. UPON T/D IT BECAME OBVIOUS THAT NEITHER THE SPOILERS HAD EXTENDED NOR THE THRUST REVERSERS HAD DEPLOYED. THIS LEFT ME WITH ONLY WHEEL BRAKES WHICH I IMMEDIATELY APPLIED. AT THIS POINT, ALTHOUGH EXPERIENCING NORMAL, THE RIGHT ANTISKID SYS FAILED TO OPERATE PROPERLY CAUSING THE RIGHT MAIN TIRE TO LOCK UP. AT SUCH A HIGH RATE OF SPD THIS BLEW THE TIRE. AFTER CLRING THE RWY I DID AN ON THE SPOT INSPECTION VERIFYING THAT ONE TIRE HAD BLOWN. I ELECTED TO ATTEMPT TAXI ON THE REMAINING TIRE, BUT IT FAILED AFTER A FEW HUNDRED YDS. THIS EFFECTIVELY BLOCKED TXWY A AT YUL FOR APPROX 45 MINS. SUBSEQUENT REPAIRS FOUND AN OBSCURE ELECTRICAL PROB LINKING THE FAILED HYD SYSTEMS. THE ANTISKID SYS FAILURE WAS UNRELATED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: AFTER MUCH SEARCH AND RESEARCH FROM THE MFG IT WAS DISCOVERED AN ELECTRIC DIODE BTWN 3 CB AND THE ELECTRICAL BUSS HAD FAILED RESULTING IN NO PWR GETTING TO THE SELECTOR VALVE FOR THE FLAPS AND SPOILER SYS. ONCE REPLACED EVERYTHING BACK TO NORMAL. RPTR ADMITTED NOT TOTALLY KNOWLEDGEABLE ON THE EXACT LOCATION OF THIS DIODE. CANADIAN EQUIVALENT TO THE FAA WANTED TO TURN OVER THE NTSB BUT THEY WERE NOT INTERESTED IN THE INCIDENT SINCE NO DAMAGE RESULTED. THIS PARTICULAR FAILURE WAS NOT FAMILIAR TO ANY OF THE MAINT PEOPLE UNTIL THEY HAD GONE TO THE MFG.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.