Narrative:

The cause of this emergency was a severed hydraulic line. Repairs were immediately made. Small aircraft was on an instrument training flight. Practicing approachs at pmp and fxe. There were 2 souls aboard (instructor-myself) and student. We also had about 4 hours of fuel on board. At the OM inbound on the ILS runway 8 approach at fxe, we noticed that we did not have a 3 green indication on the landing gear. After several attempts to recycle and quickly troubleshoot, I called fxe tower to report my situation and that I would request a low pass so they could visually inspect the gear. It was not down. We immediately executed a missed approach and climbed to the northwest to a 'safe' altitude (2000 ft guaranteed obstacle clearance) to manually extend the gear. I informed my student that I would 'fly the plane' while he obtained the emergency landing gear extension checklist. Each pilot knew his responsibilities and duties as it was delegated by me before we did anything. The checklist was completed and the gear free-fell giving us a 3 green indication. We requested another low pass near the tower and they informed us that the gear appeared to be down and locked. We executed a go around and remained in left traffic for a full stop landing. During final, I slowed the airplane so that we would touch down at min speed. I was prepared for the gear to collapse so if it did I would immediately retard the mixture, propellers and throttles to prevent any unnecessary damage by the propellers striking the runway. Thankfully, the landing was successful (the gear was locked). Fire and rescue were standing by. I highly recommend in any emergency to 'fly the plane first,' keep a cool level head and delegate tasks and duties to each of your crew members. Proper training and recurrent training for emergency situations such as this is also a bonus. If you haven't gotten 'emergency' training in your aircraft recently, consider it, 'it could save your life.' remember our 3 C's -- climb, confess, and comply. No matter if you have 10 hours or 10000 hours -- these basic principles apply to everyone.

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Original NASA ASRS Text

Title: AN SMA INSTRUCTOR PLT HAD A HYD FAILURE REQUIRING EMER EXTENSION OF THE LNDG GEAR.

Narrative: THE CAUSE OF THIS EMER WAS A SEVERED HYD LINE. REPAIRS WERE IMMEDIATELY MADE. SMA WAS ON AN INST TRAINING FLT. PRACTICING APCHS AT PMP AND FXE. THERE WERE 2 SOULS ABOARD (INSTRUCTOR-MYSELF) AND STUDENT. WE ALSO HAD ABOUT 4 HRS OF FUEL ON BOARD. AT THE OM INBOUND ON THE ILS RWY 8 APCH AT FXE, WE NOTICED THAT WE DID NOT HAVE A 3 GREEN INDICATION ON THE LNDG GEAR. AFTER SEVERAL ATTEMPTS TO RECYCLE AND QUICKLY TROUBLESHOOT, I CALLED FXE TWR TO RPT MY SITUATION AND THAT I WOULD REQUEST A LOW PASS SO THEY COULD VISUALLY INSPECT THE GEAR. IT WAS NOT DOWN. WE IMMEDIATELY EXECUTED A MISSED APCH AND CLBED TO THE NW TO A 'SAFE' ALT (2000 FT GUARANTEED OBSTACLE CLRNC) TO MANUALLY EXTEND THE GEAR. I INFORMED MY STUDENT THAT I WOULD 'FLY THE PLANE' WHILE HE OBTAINED THE EMER LNDG GEAR EXTENSION CHKLIST. EACH PLT KNEW HIS RESPONSIBILITIES AND DUTIES AS IT WAS DELEGATED BY ME BEFORE WE DID ANYTHING. THE CHKLIST WAS COMPLETED AND THE GEAR FREE-FELL GIVING US A 3 GREEN INDICATION. WE REQUESTED ANOTHER LOW PASS NEAR THE TWR AND THEY INFORMED US THAT THE GEAR APPEARED TO BE DOWN AND LOCKED. WE EXECUTED A GAR AND REMAINED IN L TFC FOR A FULL STOP LNDG. DURING FINAL, I SLOWED THE AIRPLANE SO THAT WE WOULD TOUCH DOWN AT MIN SPD. I WAS PREPARED FOR THE GEAR TO COLLAPSE SO IF IT DID I WOULD IMMEDIATELY RETARD THE MIXTURE, PROPS AND THROTTLES TO PREVENT ANY UNNECESSARY DAMAGE BY THE PROPS STRIKING THE RWY. THANKFULLY, THE LNDG WAS SUCCESSFUL (THE GEAR WAS LOCKED). FIRE AND RESCUE WERE STANDING BY. I HIGHLY RECOMMEND IN ANY EMER TO 'FLY THE PLANE FIRST,' KEEP A COOL LEVEL HEAD AND DELEGATE TASKS AND DUTIES TO EACH OF YOUR CREW MEMBERS. PROPER TRAINING AND RECURRENT TRAINING FOR EMER SITUATIONS SUCH AS THIS IS ALSO A BONUS. IF YOU HAVEN'T GOTTEN 'EMER' TRAINING IN YOUR ACFT RECENTLY, CONSIDER IT, 'IT COULD SAVE YOUR LIFE.' REMEMBER OUR 3 C'S -- CLB, CONFESS, AND COMPLY. NO MATTER IF YOU HAVE 10 HRS OR 10000 HRS -- THESE BASIC PRINCIPLES APPLY TO EVERYONE.

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.