Narrative:

After the fourth touch-and-go of the flight; at about 700-800 feet on upwind of 25L; we experienced a total electrical failure. This was precipitated by flickering and then failure of both comm 1&2; all lights in the cockpit went out; along with the electrical gauges. 1-2 seconds after the failure; a lightning strike occurred directly in front of the aircraft. The bolt itself; fortunately; did not strike the aircraft. The distance between the bolt and aircraft was sufficient enough that the occupants did not hear the thunder over the engines; although it was clear that the static discharge was the cause of the electrical failure. The student was at the controls at the time of the failure. Immediately after the strike; the CFI took flight controls and turned left crosswind and hence downwind to come back around in the pattern to land on 25L. Simultaneously; both pilots were troubleshooting the electrical failure by re-cycling the battery master; alternators; radio master; and checking the circuit breakers. Also simultaneously; the pilots were keeping an eye on the tower; expecting light-gun signals.at approximately mid-field left downwind; the electricity and communication stacks flickered back to life. It was uncertain to either pilot if this was because of some action they had taken or not. With communications restored; pilot flying was able to squawk 7600 and transmit a radio call to tower as such:pilot flying - 'tower; may-day may-day may-day; transmitting in the blind; we have had a total electrical failure; coming back around to land on 25L and squawking 7600.' at this time; and before a response from the tower was received; the electricity in the cockpit failed again. Pilot flying called for the before landing checklist; pilot not flying performed it. Searching the pattern and finding no other aircraft interceding; pilot flying began to make a normal descent pattern to land; expecting to see light-gun signals on the turn to base or final. With the electricity still off; placing the gear handle in the 'down' position would have done nothing. Thankfully; as pilot flying was turning left base; the electricity flickered back on again. With communications restored; pilot flying made a similar radio call as before:pilot flying : tower; may-day may-day may-day; transmitting in the blind; total electrical failure; landing 25L; requesting light gun signals; squawking 7600.'this time; pilot flying timmons received this response from tower:tower - 'cleared to land 25L'pilot flying - 'cleared to land 25L' still on left base for 25L; with a landing clearance now granted; and power restored to the cockpit; pilot flying again attempted to lower the landing gear with the gear handle. After a few seconds of no response from the gear-indicator lights; and checking the mirror for a nose-gear reflection; pilot flying recycled the gear handle once more; and; again after no response; subsequently made the decision to extend the gear manually. Pilot flying turned final; called for the manual gear extension checklist from pilot not flying. The checklist was performed; and after the manual gear handle was pulled; the landing gear extended and the 'three green' indication was given. The rest of the pattern and subsequent landing was performed as-per-normal and taxied back to company parking uneventfully. After returning to the company ramp; pilot flying contacted dispatch and requested maintenance to meet the aircraft due to electrical failure. After shutting down the aircraft and upon exiting; pilot flying noted that the gear hydraulic pump circuit breaker had indeed popped; which resulted in the failure of the gear to extend. No injuries were sustained during the entirety of the event. It is still unclear at the time of writing as to the extent of damage to the aircraft (if any). It should be noted that no lightning was observed anywhere; neither in the vicinity of the aircraft; nor anywhere else; by any occupant; prior tothe event.

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Original NASA ASRS Text

Title: PA44 Instructor with student experiences a possible lightning strike or discharge in the visual traffic pattern causing total electrical failure. The power returns of its own accord during final approach but the gear is extended manually due to tripped circuit breakers. Aircraft is taxied to the ramp for maintenance.

Narrative: After the fourth touch-and-go of the flight; at about 700-800 feet on upwind of 25L; we experienced a total electrical failure. This was precipitated by flickering and then failure of both Comm 1&2; all lights in the cockpit went out; along with the electrical gauges. 1-2 seconds after the failure; a lightning strike occurred directly in front of the aircraft. The bolt itself; fortunately; did not strike the aircraft. The distance between the bolt and aircraft was sufficient enough that the occupants did not hear the thunder over the engines; although it was clear that the static discharge was the cause of the electrical failure. The student was at the controls at the time of the failure. Immediately after the strike; the CFI took flight controls and turned left crosswind and hence downwind to come back around in the pattern to land on 25L. Simultaneously; both pilots were troubleshooting the electrical failure by re-cycling the battery master; alternators; radio master; and checking the circuit breakers. Also simultaneously; the pilots were keeping an eye on the tower; expecting light-gun signals.At approximately mid-field left downwind; the electricity and communication stacks flickered back to life. It was uncertain to either pilot if this was because of some action they had taken or not. With communications restored; pilot flying was able to squawk 7600 and transmit a radio call to Tower as such:Pilot flying - 'TOWER; MAY-DAY MAY-DAY MAY-DAY; TRANSMITTING IN THE BLIND; WE HAVE HAD A TOTAL ELECTRICAL FAILURE; COMING BACK AROUND TO LAND ON 25L AND SQUAWKING 7600.' At this time; and before a response from the Tower was received; the electricity in the cockpit failed again. Pilot flying called for the before landing checklist; pilot not flying performed it. Searching the pattern and finding no other aircraft interceding; Pilot flying began to make a normal descent pattern to land; expecting to see light-gun signals on the turn to base or final. With the electricity still off; placing the gear handle in the 'down' position would have done nothing. Thankfully; as pilot flying was turning left base; the electricity flickered back on again. With communications restored; pilot flying made a similar radio call as before:Pilot flying : TOWER; MAY-DAY MAY-DAY MAY-DAY; TRANSMITTING IN THE BLIND; TOTAL ELECTRICAL FAILURE; LANDING 25L; REQUESTING LIGHT GUN SIGNALS; SQUAWKING 7600.'This time; pilot flying Timmons received this response from Tower:Tower - 'CLEARED TO LAND 25L'Pilot flying - 'CLEARED TO LAND 25L' Still on left base for 25L; with a landing clearance now granted; and power restored to the cockpit; pilot flying again attempted to lower the landing gear with the gear handle. After a few seconds of no response from the gear-indicator lights; and checking the mirror for a nose-gear reflection; pilot flying recycled the gear handle once more; and; again after no response; subsequently made the decision to extend the gear manually. Pilot flying turned final; called for the manual gear extension checklist from pilot not flying. The checklist was performed; and after the manual gear handle was pulled; the landing gear extended and the 'three green' indication was given. The rest of the pattern and subsequent landing was performed as-per-normal and taxied back to company parking uneventfully. After returning to the company ramp; pilot flying contacted Dispatch and requested Maintenance to meet the aircraft due to electrical failure. After shutting down the aircraft and upon exiting; pilot flying noted that the Gear Hydraulic Pump Circuit Breaker had indeed popped; which resulted in the failure of the gear to extend. No injuries were sustained during the entirety of the event. It is still unclear at the time of writing as to the extent of damage to the aircraft (if any). It should be noted that no lightning was observed anywhere; neither in the vicinity of the aircraft; nor anywhere else; by any occupant; prior tothe event.

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.