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Pilot of a bellanca super viking B17-31 aircraft describes his efforts to verify all three landing gears were extended using manual extension procedures and fly-bys of a local tower; after the gears failed to retract following takeoff. Maintenance identified one of several o-rings in a gerdes control valve that allowed hydraulic pressure to occur simultaneously on both; the return and pressure side of the landing gear's hydraulic system.
| Attributes | |
| ACN | 1213187 |
| Time | |
| Date | 201410 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Aircraft 1 | |
| Make Model Name | Viking/Turbo-Viking 17-30/31 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Takeoff |
| Flight Plan | None |
| Component | |
| Aircraft Component | Hydraulic Syst Valve |
| Person 1 | |
| Function | Single Pilot Pilot Flying |
| Qualification | Flight Crew Private |
| Experience | Flight Crew Last 90 Days 42.5 Flight Crew Total 1800 Flight Crew Type 180 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Procedural Published Material / Policy Inflight Event / Encounter Other / Unknown |
Narrative:
On october 2014; I was cleared by tower for take-off out of ZZZ airport. The field was reporting VFR and I had advised I wished to depart to the west. I was departing in a bellanca super viking; B17-31. Immediately after take-off I moved the gear lever to retract the landing gear. The nose gear light went out; however; the mains lights remained on. I advised tower of my problem and requested a low pass to confirm my main gear were still down. On the low pass tower advised that my main gear were in fact down and my nose gear was only partially retracted; to which I responded; 'that isn't good'. I continued to fly runway heading and was in the process of a climb to pattern altitude when I received a call from tower; requesting souls on board; fuel and intentions. I advised I was solo; with full fuel and I wanted to depart to the northwest to attempt to lower my gear; and then return for landing. Tower cleared me for a northwest departure; gave me a squawk code and requested I remain up tower frequency to which I complied. I flew approximately 5 to 10 miles to the northwest and ran the emergency checklist. As soon as I lowered the emergency gear lever; the nose gear dropped. I was fairly certain the gear had locked into place because I felt the same sensation I feel in the pedals during normal lowering of the gear. I advised tower I had my gear down and would like to return for a low pass to confirm the gear down and then land. A low pass confirmed the gear were down. I flew a normal pattern and made a normal touchdown to landing with no further incident. I advised tower I would like to taxi to the departure end of 35L and exit taxiway B to the hangar of the company I use for maintenance. They cleared me to the departure end of 35L and advised I monitor ground after departing the runway. When I came up on the ground frequency I heard ground releasing emergency personnel. I assume the fire department.
Original NASA ASRS Text
Title: Pilot of a Bellanca Super Viking B17-31 aircraft describes his efforts to verify all three landing gears were extended using Manual Extension procedures and fly-bys of a local tower; after the gears failed to retract following takeoff. Maintenance identified one of several O-rings in a Gerdes Control Valve that allowed hydraulic pressure to occur simultaneously on both; the return and pressure side of the landing gear's hydraulic system.
Narrative: On October 2014; I was cleared by tower for take-off out of ZZZ airport. The field was reporting VFR and I had advised I wished to depart to the west. I was departing in a Bellanca Super Viking; B17-31. Immediately after take-off I moved the gear lever to retract the landing gear. The nose gear light went out; however; the mains lights remained on. I advised tower of my problem and requested a low pass to confirm my main gear were still down. On the low pass tower advised that my main gear were in fact down and my nose gear was only partially retracted; to which I responded; 'That isn't good'. I continued to fly runway heading and was in the process of a climb to pattern altitude when I received a call from tower; requesting souls on board; fuel and intentions. I advised I was solo; with full fuel and I wanted to depart to the northwest to attempt to lower my gear; and then return for landing. Tower cleared me for a NW departure; gave me a squawk code and requested I remain up tower frequency to which I complied. I flew approximately 5 to 10 miles to the northwest and ran the emergency checklist. As soon as I lowered the emergency gear lever; the nose gear dropped. I was fairly certain the gear had locked into place because I felt the same sensation I feel in the pedals during normal lowering of the gear. I advised tower I had my gear down and would like to return for a low pass to confirm the gear down and then land. A low pass confirmed the gear were down. I flew a normal pattern and made a normal touchdown to landing with no further incident. I advised tower I would like to taxi to the departure end of 35L and exit taxiway B to the hangar of the company I use for maintenance. They cleared me to the departure end of 35L and advised I monitor Ground after departing the runway. When I came up on the Ground frequency I heard Ground releasing emergency personnel. I assume the fire department.
Data retrieved from NASA's ASRS site 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.