Narrative:

At approximately xa:10; flying a P28R on a night takeoffs/landings training flight; contacted the tower requesting to land on runway 33. I was cleared [to] land and followed a straight in approach; notifying the tower that I wished to perform several takeoffs and landings while I was at the airport. My request was acknowledged and I performed a normal landing without incident and without any indication of any issues with the airplane. I was cleared to taxi along taxiway alpha to depart runway 33. Upon holding short of 33 I was cleared to takeoff and remain in the pattern; and to call right base when I turned it for 33 once again. I performed pre-takeoff checks and departed the runway without incident or indication of any malfunction. I put the gear selector in the gear up position and completed climb checks; setting my power; prop; and mixture appropriately and turning off the fuel pump. At this I proceeded to turn crosswind; reached pattern altitude and set my engine and trim to maintain the desired performance. Upon turning downwind; I observed that the gear lights were still indicating 3 down and locked. Thinking I had somehow not fully engaged the switch to retract; I reached to do so; and realized the switch was in fact in the gear up position. I flipped the switch to the down position and waiting for any change in performance indicating a drop or raise of the gear. Not receiving this feedback; I contacted the tower and requested to 'extend downwind to assess a gear issue.' I received clearance to do so and was asked if I needed any assistance. I replied that I did not at the moment but would advise if that changed. I cycled the gear lever once more with no indication of any change whatsoever; all lights showing 3 down and locked. I pulled out the emergency gear failure checklist and performed the tasks as listed; ending with executing the emergency gear extension using the emergency gear extension switch. I then contacted the tower and advised that I had completed checks and it appeared the gear was simply remaining down and locked; and asked if it would be possible for me to over fly the runway and have him observe whether or not it was in fact down. He said it would be too dark for him to do so; and I agreed that was true. I then stated that I would be returning to the airfield and performing a landing with hopes of 'no scraping sound'. The tower operator asked if I requested emergency responders be on scene and I replied 'yes that would be a good idea just in case'. He cleared me to return to the field and advised that fire trucks would be waiting when I arrived. During my final approach to the field the tower contacted me stating 'if you flew a low approach down the runway; the lights on the trucks might be able to illuminate your gear well enough for the firemen to determine whether or not it is down. Would you be okay with doing that?'. I responded that I was certainly capable of doing so and was glad for the assistance. I approached the runway in a low approach over the numbers and maintained that profile for the length of the runway; passing in front of the fire trucks parked on a perpendicular taxiway; allowing their lights to shine on my gear. The tower advised that the emergency crew confirmed 'the mains are down for sure; they could not determine if the nose gear was extended or not. If you performed a teardrop turn and returned to runway 15 for a second low approach; they may be able to ascertain the condition of the front gear.' I replied that I could certainly do that. The tower then cleared me for a teardrop turn resulting in an approach directly back to the runway; which I then performed and executed a low approach with full flaps; maintaining a low profile over the numbers and once again in front of the truck. The tower operator then confirmed 'the crew says your front is in fact down; would you like to go out and return to land runway 33?' I replied that I still had over half the runway left and couldeasily land; already being in landing configuration. The tower immediately cleared my landing and I performed a 'soft field' landing to minimize any stress on the gear. I then cleared the active runway at taxiway bravo and requested that I be allowed to hold that position while I shut down the plane and examined my gear. The tower confirmed that I could do so. I exited the airplane and performed a thorough inspection of the entire aircraft; with special attention paid to the landing gear and safety switches. I determined that nothing with the gear itself was physically amiss and that the gear locks were deeply seated in the down and locked position. At that point the emergency vehicle arrived at my position and the driver requested my name and number; and where I was from and flying from. I answered the questions and thanked them profusely for their assistance; and climbed back into the plane. I notified the tower that I had examined the aircraft and determined that the gear was down and locked and nothing was out of place or broken. The tower operator responded asking what I wished to do. I replied that I would like to return to [departure airport] with no further flying; flying the aircraft in a gear down condition. I was asked if would like flight following and confirmed that yes I certainly would. I was given my departure clearance and squawk code from the tower and proceeded down the taxiway to hold short of runway 33. Upon being cleared for takeoff; I departed the runway with no further incident. I left the gear switch in the down position; having never reset the system after employing the emergency gear extension lever. I was cleared to change to approach frequency and thanked the tower greatly for all of his help. While flying through [the] airspace; the approach controller contacted me stating that he had heard I experienced gear trouble and asked if any further issues had developed and if I needed anything from him. I responded that nothing further had developed and the airplane appeared to be maintaining its gear down condition. I said I did not require anything of him; but if that changed I would be sure to let him know immediately. Upon reaching ZZZ1 at approximately xb:20; I performed a soft field landing once again; to minimize any stress on the gear; cleared the active and taxied to the ramp without any incident or indication thereof. After parking the plane I performed a thorough post flight inspection; emphasizing the gear; and found nothing had changed from my previous inspection. I then called flight service and requested that they notify approach and tower that I was safely on the ground at ZZZ1 and that no further issues had occurred. After getting off the phone with them; I then called my chief flight instructor and advised him on the issue and the events that had occurred. I then learned that the aircraft was considered legally 'not airworthy'; and that I should have never made the flight back to ZZZ1. I had not considered deeply enough the fact that the gear motors failing did not simply make it a fixed gear aircraft for all intents and purposes; but in fact rendered it unsafe to fly at all. Had this fact and the legality of it been clear in my mind; the return trip would never have been a consideration.

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Original NASA ASRS Text

Title: The pilot of a general aviation aircraft reported being unable to retract the landing gear after takeoff. After ground observers confirmed that the gear was down and locked; he landed safely. However; after inspecting the landing gear he elected to fly gear down to another airport in an un-airworthy condition.

Narrative: At approximately XA:10; flying a P28R on a night takeoffs/landings training flight; contacted the tower requesting to land on runway 33. I was cleared [to] land and followed a straight in approach; notifying the tower that I wished to perform several takeoffs and landings while I was at the airport. My request was acknowledged and I performed a normal landing without incident and without any indication of any issues with the airplane. I was cleared to taxi along taxiway Alpha to depart runway 33. Upon holding short of 33 I was cleared to takeoff and remain in the pattern; and to call right base when I turned it for 33 once again. I performed pre-takeoff checks and departed the runway without incident or indication of any malfunction. I put the gear selector in the gear up position and completed climb checks; setting my power; prop; and mixture appropriately and turning off the fuel pump. At this I proceeded to turn crosswind; reached pattern altitude and set my engine and trim to maintain the desired performance. Upon turning downwind; I observed that the gear lights were still indicating 3 down and locked. Thinking I had somehow not fully engaged the switch to retract; I reached to do so; and realized the switch was in fact in the gear UP position. I flipped the switch to the DOWN position and waiting for any change in performance indicating a drop or raise of the gear. Not receiving this feedback; I contacted the tower and requested to 'extend downwind to assess a gear issue.' I received clearance to do so and was asked if I needed any assistance. I replied that I did not at the moment but would advise if that changed. I cycled the gear lever once more with no indication of any change whatsoever; all lights showing 3 down and locked. I pulled out the emergency gear failure checklist and performed the tasks as listed; ending with executing the Emergency Gear extension using the emergency gear extension switch. I then contacted the tower and advised that I had completed checks and it appeared the gear was simply remaining down and locked; and asked if it would be possible for me to over fly the runway and have him observe whether or not it was in fact down. He said it would be too dark for him to do so; and I agreed that was true. I then stated that I would be returning to the airfield and performing a landing with hopes of 'no scraping sound'. The tower operator asked if I requested Emergency responders be on scene and I replied 'Yes that would be a good idea just in case'. He cleared me to return to the field and advised that fire trucks would be waiting when I arrived. During my final approach to the field the tower contacted me stating 'If you flew a low approach down the runway; the lights on the trucks might be able to illuminate your gear well enough for the firemen to determine whether or not it is down. Would you be okay with doing that?'. I responded that I was certainly capable of doing so and was glad for the assistance. I approached the runway in a low approach over the numbers and maintained that profile for the length of the runway; passing in front of the fire trucks parked on a perpendicular taxiway; allowing their lights to shine on my gear. The tower advised that the emergency crew confirmed 'the mains are down for sure; they could not determine if the nose gear was extended or not. If you performed a teardrop turn and returned to runway 15 for a second low approach; they may be able to ascertain the condition of the front gear.' I replied that I could certainly do that. The tower then cleared me for a teardrop turn resulting in an approach directly back to the runway; which I then performed and executed a low approach with full flaps; maintaining a low profile over the numbers and once again in front of the truck. The tower operator then confirmed 'The crew says your front is in fact down; would you like to go out and return to land runway 33?' I replied that I still had over half the runway left and couldeasily land; already being in landing configuration. The tower immediately cleared my landing and I performed a 'soft field' landing to minimize any stress on the gear. I then cleared the active runway at taxiway Bravo and requested that I be allowed to hold that position while I shut down the plane and examined my gear. The tower confirmed that I could do so. I exited the airplane and performed a thorough inspection of the entire aircraft; with special attention paid to the landing gear and safety switches. I determined that nothing with the gear itself was physically amiss and that the gear locks were deeply seated in the down and locked position. At that point the emergency vehicle arrived at my position and the driver requested my name and number; and where I was from and flying from. I answered the questions and thanked them profusely for their assistance; and climbed back into the plane. I notified the tower that I had examined the aircraft and determined that the gear was down and locked and nothing was out of place or broken. The tower operator responded asking what I wished to do. I replied that I would like to return to [departure airport] with no further flying; flying the aircraft in a gear down condition. I was asked if would like flight following and confirmed that yes I certainly would. I was given my departure clearance and squawk code from the tower and proceeded down the taxiway to hold short of Runway 33. Upon being cleared for takeoff; I departed the runway with no further incident. I left the gear switch in the down position; having never reset the system after employing the emergency gear extension lever. I was cleared to change to approach frequency and thanked the tower greatly for all of his help. While flying through [the] airspace; the approach controller contacted me stating that he had heard I experienced gear trouble and asked if any further issues had developed and if I needed anything from him. I responded that nothing further had developed and the airplane appeared to be maintaining its gear down condition. I said I did not require anything of him; but if that changed I would be sure to let him know immediately. Upon reaching ZZZ1 at approximately XB:20; I performed a soft field landing once again; to minimize any stress on the gear; cleared the active and taxied to the ramp without any incident or indication thereof. After parking the plane I performed a thorough post flight inspection; emphasizing the gear; and found nothing had changed from my previous inspection. I then called Flight Service and requested that they notify Approach and Tower that I was safely on the ground at ZZZ1 and that no further issues had occurred. After getting off the phone with them; I then called my Chief Flight Instructor and advised him on the issue and the events that had occurred. I then learned that the aircraft was considered legally 'not airworthy'; and that I should have never made the flight back to ZZZ1. I had not considered deeply enough the fact that the gear motors failing did not simply make it a fixed gear aircraft for all intents and purposes; but in fact rendered it unsafe to fly at all. Had this fact and the legality of it been clear in my mind; the return trip would never have been a consideration.

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.