Narrative:

On departure from ZZZ runway xx the initial plan was to fly to ZZZ1 for all three approaches. ZZZ1 winds favored runway xz which did not allow us to complete the localizer app (localizer approach) due to other aircraft in the pattern. We completed four landings at ZZZ1 with no gear issues. During cruise enroute to ZZZ our plan was to conduct the localizer app. However; the ATIS reported ZZZ switched to runway xy and would prevent us from conducted the app. We were ten miles north of ZZZ3 when ip (instructor pilot) determined ZZZ2 could accommodate a localizer xy app. Ceiling was broken 200 when ip requested IFR clear (clearance) to ZZZ via ZZZ2 for the app. We were given the clearance from ATC and proceeded to ZZZ2. Half mile from the FAF as appropriate pui (pilot under instruction) conducted the gear down before landing checklist and placed the gear knob in the down positions. Gear functioned normally. We continued the approach; went missed and climbed out on runway heading toward ZZZ for a full stop landing. On climb-out at an airspeed below 109 kts and a positive rate of climb the pui retracted the flaps and moved the gear knob into the up position. The gear lights went to the hashed 'in transition' indications but shortly after the cas (crew alerting system) alerted us of a 'hydr (hydraulic) pump on' message; three red gear indicator lights and audible tones. Ip instructed the pui to confirm the condition of the landing gear via the gear mirror on the left engine and he confirmed the gear was still down. Pui was then instructed to move the gear knob to the down position and after doing so the alerts ceased and the gear indicators showed three green lights. Ip instructed the pui to leave the gear down and with ZZZ in sight we requested the visual for runway xy full stop and proceeded to land with no further issues. After the flight the incident was immediately reported to maintenance. Perhaps placing an additional 'gear mirror' on the right engine would allow the ip to see and confirm the condition of the gear instead of relying on the pui or having to look over the pui in times such as this.

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Original NASA ASRS Text

Title: PA-44 flight crew reported landing gear anomaly.

Narrative: On departure from ZZZ RWY XX the initial plan was to fly to ZZZ1 for all three approaches. ZZZ1 winds favored RWY XZ which did not allow us to complete the LOC APP (Localizer Approach) due to other aircraft in the pattern. We completed four landings at ZZZ1 with no gear issues. During cruise enroute to ZZZ our plan was to conduct the LOC APP. However; the ATIS reported ZZZ switched to RWY XY and would prevent us from conducted the APP. We were ten miles north of ZZZ3 when IP (Instructor Pilot) determined ZZZ2 could accommodate a LOC XY APP. Ceiling was BKN 200 when IP requested IFR CLR (Clearance) to ZZZ via ZZZ2 for the APP. We were given the clearance from ATC and proceeded to ZZZ2. Half mile from the FAF as appropriate PUI (Pilot Under Instruction) conducted the gear down before landing checklist and placed the gear knob in the down positions. Gear functioned normally. We continued the approach; went missed and climbed out on RWY heading toward ZZZ for a full stop landing. On climb-out at an airspeed below 109 kts and a positive rate of climb the PUI retracted the flaps and moved the gear knob into the up position. The gear lights went to the hashed 'in transition' indications but shortly after the CAS (Crew Alerting System) alerted us of a 'HYDR (Hydraulic) PUMP ON' message; three red gear indicator lights and audible tones. IP instructed the PUI to confirm the condition of the landing gear via the gear mirror on the left engine and he confirmed the gear was still down. PUI was then instructed to move the gear knob to the down position and after doing so the alerts ceased and the gear indicators showed three green lights. IP instructed the PUI to leave the gear down and with ZZZ in sight we requested the visual for RWY XY full stop and proceeded to land with no further issues. After the flight the incident was immediately reported to maintenance. Perhaps placing an additional 'gear mirror' on the right engine would allow the IP to see and confirm the condition of the gear instead of relying on the PUI or having to look over the PUI in times such as this.

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.