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Despite efforts to reduce landing gear exposure to the winter elements during preflight and taxi out; following takeoff the flight crew of a lj-31 was unable to raise the landing gear. Despite a variety of creative efforts to overcome/eliminate the suspected accumulation of frozen material preventing retraction; the landing gear refused to respond. After a period of delay vectors to reduce the landing gross weight they landed the aircraft and; upon inspection; determined that their suspicions were accurate.
| Attributes | |
| ACN | 1243246 |
| Time | |
| Date | 201502 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Learjet 31 |
| Operating Under FAR Part | Part 135 |
| Flight Phase | Cruise |
| Route In Use | Vectors |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Gear Extend/Retract Mechanism |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument |
| Experience | Flight Crew Last 90 Days 40 Flight Crew Total 5954 Flight Crew Type 791 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Deviation - Procedural FAR Deviation - Procedural Weight And Balance Deviation - Speed All Types |
Narrative:
During preflight I ensured that the main landing struts and components were reasonably clear of ice and slush. Also ensured that squat switches were unobstructed. I taxied at a slow rate en-route to runway to ensure the minimum buildup of slush and ice on the landing gear. Brakes were used extensively to keep the aircraft at a slow taxi speed and to utilize the residual brake heat for preventing contamination of the main landing gear. A normal takeoff was executed. During our takeoff briefing I stated that we would leave the landing gear down for one minute after takeoff. We followed through with the plan but the landing gear would not retract. Cycled the landing gear one more time with no success. I instructed the first officer to ask ATC if we could maintain 8;000 since the aircraft would not pressurize in ground mode. ATC granted our request. Next we activated the main wing anti-ice system in an attempt to use the excess bleed air; vented through the main landing gear well; to melt the contamination on the squat switches. After 10 minutes we attempted gear retraction two more times with no success. Also tried disengaging the anti-skid system and pumping the brakes with no effect. At that point we elected to return to airport ZZZ but recognized we were over max landing weight and would need to burn off fuel for 15 to 20 minutes. ATC vectored us in the southeastern portion of their airspace. While on vectors; still at 8;000 feet; we also tried increasing speed from less than 200 knots to 250 knots hoping it would shed more of the contamination off the landing gear. We may have been underneath the class bravo airspace at this time. We executed a normal descent; approach; and landing at ZZZ. After taxi-in and shutdown we observed an abundance of ice had accumulated on the main landing gear. A discrepancy was noted in the aircraft's maintenance log.
Original NASA ASRS Text
Title: Despite efforts to reduce landing gear exposure to the winter elements during preflight and taxi out; following takeoff the flight crew of a LJ-31 was unable to raise the landing gear. Despite a variety of creative efforts to overcome/eliminate the suspected accumulation of frozen material preventing retraction; the landing gear refused to respond. After a period of delay vectors to reduce the landing gross weight they landed the aircraft and; upon inspection; determined that their suspicions were accurate.
Narrative: During preflight I ensured that the main landing struts and components were reasonably clear of ice and slush. Also ensured that squat switches were unobstructed. I taxied at a slow rate en-route to runway to ensure the minimum buildup of slush and ice on the landing gear. Brakes were used extensively to keep the aircraft at a slow taxi speed and to utilize the residual brake heat for preventing contamination of the main landing gear. A normal takeoff was executed. During our takeoff briefing I stated that we would leave the landing gear down for one minute after takeoff. We followed through with the plan but the landing gear would not retract. Cycled the landing gear one more time with no success. I instructed the First Officer to ask ATC if we could maintain 8;000 since the aircraft would not pressurize in ground mode. ATC granted our request. Next we activated the main wing anti-ice system in an attempt to use the excess bleed air; vented through the main landing gear well; to melt the contamination on the squat switches. After 10 minutes we attempted gear retraction two more times with no success. Also tried disengaging the anti-skid system and pumping the brakes with no effect. At that point we elected to return to Airport ZZZ but recognized we were over max landing weight and would need to burn off fuel for 15 to 20 minutes. ATC vectored us in the southeastern portion of their airspace. While on vectors; still at 8;000 feet; we also tried increasing speed from less than 200 knots to 250 knots hoping it would shed more of the contamination off the landing gear. We may have been underneath the Class Bravo airspace at this time. We executed a normal descent; approach; and landing at ZZZ. After taxi-in and shutdown we observed an abundance of ice had accumulated on the main landing gear. A discrepancy was noted in the aircraft's maintenance log.
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.