Narrative:

Early evening sep/xa/98, I was conducting a training flight with a commercially rated student in a piper seminole. We departed from craig airport at approximately XA00 for our VFR flight. After a period of practice maneuvers and practice airwork, we approached flagler county airport for a VFR pattern to landing. On downwind in the pattern, we attempted to put the gear down and got no indication of gear down or locked, nor did we see the nose gear in the engine nacelle mirror. At this point, we aborted the pattern from the downwind and climbed up to altitude to troubleshoot and perform checklists and consult the PA44-180 aircraft flight manual. After attempting to troubleshoot the problem with all applicable checklists and the afm (checking light bulbs, switches, resetting circuit breakers, recycling the gear, etc), we followed our emergency procedure for the manual extension of the gear. After the emergency manual extension of the gear, we received an indication of down and locked on the left main gear, and we could see the nose gear (which appeared to be in the correct relative position) in the engine nacelle mirror. However, we had no indication of green down and locked on the nose gear or on the right main. Once again, we rechked our checklists and the afm and tried once again to troubleshoot by checking light bulbs and also by attempting to yaw the aircraft and put some G's to help the gear lock into place. We were unsuccessful at getting a green indication for the nose or the right main. The aircraft was flying normally, with no apparent adverse yaw. At approximately 30 mi south of craig airport, we contacted craig tower and advised them of our situation with the gear. We requested a fly-by to see if they could get any visual indication on the gear. We also requested that the tower try to phone someone at our company to also advise them of the situation. When we finally arrived at the airport we made 3 passes by the tower from 3 different perspectives and the tower advised us that it appeared that the gear was indeed down. After further review of all emergency procedures, checklists and the afm, we advised the tower of our decision to land. The tower then coordinated all the emergency equipment and fire trucks, and we officially declared our emergency. We were cleared for a straight-in for runway 14. We followed all manufacturer recommended procedures for our landing, and on touchdown, the left main and the nose gear remained extended and locked. Our right main gear collapsed. On rollout, the aircraft yawed to the right and we came to a stop off the right side of the runway in the grass. No one was injured.

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Original NASA ASRS Text

Title: DURING A MULTI-ENG TRAINING FLT IN A PIPER PA44 SEMINOLE, THE LNDG GEAR WOULD NOT EXTEND NORMALLY. THE APPLICATION OF THE EMER EXTENSION FAILED TO LOCK DOWN THE R MAIN GEAR. THEREFORE, THE R MAIN GEAR COLLAPSED DURING LNDG, CAUSING THE ACFT TO GO OFF THE R SIDE OF THE RWY INTO THE GRASS.

Narrative: EARLY EVENING SEP/XA/98, I WAS CONDUCTING A TRAINING FLT WITH A COMMERCIALLY RATED STUDENT IN A PIPER SEMINOLE. WE DEPARTED FROM CRAIG ARPT AT APPROX XA00 FOR OUR VFR FLT. AFTER A PERIOD OF PRACTICE MANEUVERS AND PRACTICE AIRWORK, WE APCHED FLAGLER COUNTY ARPT FOR A VFR PATTERN TO LNDG. ON DOWNWIND IN THE PATTERN, WE ATTEMPTED TO PUT THE GEAR DOWN AND GOT NO INDICATION OF GEAR DOWN OR LOCKED, NOR DID WE SEE THE NOSE GEAR IN THE ENG NACELLE MIRROR. AT THIS POINT, WE ABORTED THE PATTERN FROM THE DOWNWIND AND CLBED UP TO ALT TO TROUBLESHOOT AND PERFORM CHKLISTS AND CONSULT THE PA44-180 ACFT FLT MANUAL. AFTER ATTEMPTING TO TROUBLESHOOT THE PROB WITH ALL APPLICABLE CHKLISTS AND THE AFM (CHKING LIGHT BULBS, SWITCHES, RESETTING CIRCUIT BREAKERS, RECYCLING THE GEAR, ETC), WE FOLLOWED OUR EMER PROC FOR THE MANUAL EXTENSION OF THE GEAR. AFTER THE EMER MANUAL EXTENSION OF THE GEAR, WE RECEIVED AN INDICATION OF DOWN AND LOCKED ON THE L MAIN GEAR, AND WE COULD SEE THE NOSE GEAR (WHICH APPEARED TO BE IN THE CORRECT RELATIVE POS) IN THE ENG NACELLE MIRROR. HOWEVER, WE HAD NO INDICATION OF GREEN DOWN AND LOCKED ON THE NOSE GEAR OR ON THE R MAIN. ONCE AGAIN, WE RECHKED OUR CHKLISTS AND THE AFM AND TRIED ONCE AGAIN TO TROUBLESHOOT BY CHKING LIGHT BULBS AND ALSO BY ATTEMPTING TO YAW THE ACFT AND PUT SOME G'S TO HELP THE GEAR LOCK INTO PLACE. WE WERE UNSUCCESSFUL AT GETTING A GREEN INDICATION FOR THE NOSE OR THE R MAIN. THE ACFT WAS FLYING NORMALLY, WITH NO APPARENT ADVERSE YAW. AT APPROX 30 MI S OF CRAIG ARPT, WE CONTACTED CRAIG TWR AND ADVISED THEM OF OUR SIT WITH THE GEAR. WE REQUESTED A FLY-BY TO SEE IF THEY COULD GET ANY VISUAL INDICATION ON THE GEAR. WE ALSO REQUESTED THAT THE TWR TRY TO PHONE SOMEONE AT OUR COMPANY TO ALSO ADVISE THEM OF THE SIT. WHEN WE FINALLY ARRIVED AT THE ARPT WE MADE 3 PASSES BY THE TWR FROM 3 DIFFERENT PERSPECTIVES AND THE TWR ADVISED US THAT IT APPEARED THAT THE GEAR WAS INDEED DOWN. AFTER FURTHER REVIEW OF ALL EMER PROCS, CHKLISTS AND THE AFM, WE ADVISED THE TWR OF OUR DECISION TO LAND. THE TWR THEN COORDINATED ALL THE EMER EQUIP AND FIRE TRUCKS, AND WE OFFICIALLY DECLARED OUR EMER. WE WERE CLRED FOR A STRAIGHT-IN FOR RWY 14. WE FOLLOWED ALL MANUFACTURER RECOMMENDED PROCS FOR OUR LNDG, AND ON TOUCHDOWN, THE L MAIN AND THE NOSE GEAR REMAINED EXTENDED AND LOCKED. OUR R MAIN GEAR COLLAPSED. ON ROLLOUT, THE ACFT YAWED TO THE R AND WE CAME TO A STOP OFF THE R SIDE OF THE RWY IN THE GRASS. NO ONE WAS INJURED.

Data retrieved from NASA's ASRS site as of July 2007 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.