Narrative:

The gear unsafe light remained on; confirmed with an unsafe indication on the floor indicator; shortly after raising the gear switch on takeoff. The gear actuator circuit breaker was also popped. I got into the checklist. I didn't know what position any of my gear were in at this point. After not finding what I needed in the checklist; I started troubleshooting with the goal of getting the gear indicating down and locked. I tried resetting the actuator circuit breaker with the gear handle up; and it popped immediately as expected. I put the gear handle down and reset the circuit breaker. It didn't pop; but nothing moved and the gear unsafe light remained illuminated and the floor indicator showed unsafe. So; I pulled the circuit breaker. Next step was to attempt an emergency extension using the checklist. The emergency extension clutch didn't feel like it engaged. I pulled the T handle about 40 times with no success. I stowed the T handle and the secured the emergency gear lever. The main gear were asymmetrically retracted (I didn't know that at this time) and may be the reason the emergency extension clutch wouldn't engage. I called the tower for a fly-by to look at my gear; and they cleared me for pattern entry and a low approach. Tower was able to tell me on downwind that they could see that my right main was slightly extended. At that point I ran through other ideas for getting the gear down; while also considering where to land if I couldn't. I had 2 hours worth of fuel to figure it out and let the airport get prepared to clear my airplane from the runway after the gear-up landing. At this point I had the actuator circuit breaker pulled; gear switch down; and the emergency extension lever stowed and latched. I put some gs on the airplane while resetting the actuator circuit breaker and immediately heard the gear motor running. Gear safe light and floor indication followed shortly after. The poh does not suggest putting gs on the airplane to help extend the gear; but its a procedure in another airplane I fly so I gave it a shot. And it worked. I advised the tower that the gear was down and asked for clearance to land. It worked out ok; but in retrospect that wasn't the best decision. I should have executed the tower fly-by so that they could take a closer look and let me know if I had any damage or other weirdness. I had plenty of fuel.this incident was precipitated by a fastener on a gear door connecting rod failing/coming loose. This particular door is closed on the ground and the only way to preflight the fasteners on the connecting rods is to climb under the airplane and stick your head up into the wheel well with a flashlight; not something that I have routinely done in the past. I'm going to add it to my oil change ritual; easy to do while I'm under there checking tire pressures. Incidentally; the door felt secure on my 'grab test' during preflight.

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Original NASA ASRS Text

Title: Mooney M20M pilot reported that the right main gear did not fully retract. The pilot then G loaded the aircraft in order to get the gear down.

Narrative: The GEAR UNSAFE light remained on; confirmed with an unsafe indication on the floor indicator; shortly after raising the gear switch on takeoff. The GEAR ACTUATOR circuit breaker was also popped. I got into the checklist. I didn't know what position any of my gear were in at this point. After not finding what I needed in the checklist; I started troubleshooting with the goal of getting the gear indicating down and locked. I tried resetting the ACTUATOR circuit breaker with the gear handle up; and it popped immediately as expected. I put the gear handle down and reset the circuit breaker. It didn't pop; but nothing moved and the GEAR UNSAFE light remained illuminated and the floor indicator showed unsafe. So; I pulled the circuit breaker. Next step was to attempt an emergency extension using the checklist. The emergency extension clutch didn't feel like it engaged. I pulled the T handle about 40 times with no success. I stowed the T handle and the secured the emergency gear lever. The main gear were asymmetrically retracted (I didn't know that at this time) and may be the reason the emergency extension clutch wouldn't engage. I called the tower for a fly-by to look at my gear; and they cleared me for pattern entry and a low approach. Tower was able to tell me on downwind that they could see that my right main was slightly extended. At that point I ran through other ideas for getting the gear down; while also considering where to land if I couldn't. I had 2 hours worth of fuel to figure it out and let the airport get prepared to clear my airplane from the runway after the gear-up landing. At this point I had the ACTUATOR circuit breaker pulled; gear switch down; and the emergency extension lever stowed and latched. I put some Gs on the airplane while resetting the ACTUATOR circuit breaker and immediately heard the gear motor running. GEAR SAFE light and floor indication followed shortly after. The POH does not suggest putting Gs on the airplane to help extend the gear; but its a procedure in another airplane I fly so I gave it a shot. And it worked. I advised the tower that the gear was down and asked for clearance to land. It worked out ok; but in retrospect that wasn't the best decision. I should have executed the tower fly-by so that they could take a closer look and let me know if I had any damage or other weirdness. I had plenty of fuel.This incident was precipitated by a fastener on a gear door connecting rod failing/coming loose. This particular door is closed on the ground and the only way to preflight the fasteners on the connecting rods is to climb under the airplane and stick your head up into the wheel well with a flashlight; not something that I have routinely done in the past. I'm going to add it to my oil change ritual; easy to do while I'm under there checking tire pressures. Incidentally; the door felt secure on my 'grab test' during preflight.

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.