Narrative:

Because of the work that had been done to the plane; including cowl removal and numerous transducers placed on the engine; I attempted to conduct an extensive preflight of the plane that lasted approximately 45 mins. I utilized the poh checklist; and spent considerable time assuring the plane was in good condition. The GPS aboard the plane began tracking as I taxied to the FBO near my hangar to top off the plane with fuel. The GPS again began tracking as I taxied to the runway with full fuel. Here I conducted run-ups on the plane watching the gauges and looking for any unusual behavior. I began the departure roll; and the airplane appeared to act normally. After positive climb was reached and little usable runway was left; I moved the gear switch to the retract position. At this point; I became aware that something was wrong; as the manual gear extension hand crank began rapidly hitting my leg and stopped when the gear breaker tripped. The 'gear unsafe' indicator also remained lit. Knowing that the manual gear extension handle should not be turning when the gear is being moved electrically; I reached down under the panel to the location of the manual hand crank engage lever; and felt that it was in the forward 'engaged' position; instead of the aft 'disengaged' position. At this point; I decided to fly the airplane awhile to gain altitude before attempting any debugging of the situation. When I had reached an acceptable altitude; I opened the poh to the emergency procedures section and refreshed myself with the gear retract/extend failure sections. After reading these; I moved the hand crank engage lever to the aft 'disengaged' position; reset the circuit breaker; and attempted to electrically cycle the gear. After 2 attempts each resulted in a tripped gear breaker without extinguishing the 'gear unsafe' indicator; I left the breaker tripped; to avoid any electrical fires. Next; I attempted a manual extension of the gear. This required me to re-engage the hand crank engage lever; and then turn the hand crank clockwise. I counted over 100 cranks of the hand crank before I hit a 'soft' resistance of the hand crank. At this point; the 'gear unsafe' indicator was still lit; leading me to believe that the gear was extended but not locked. Needing extra help; I radioed unicom at ZZZ1; explaining the situation I was in; and asked unicom to contact one of the local mechanics at ZZZ1. Unicom was unable to contact any of the mechanics (ZZZ1); but suggested I do a fly-by so he could check the gear position. I returned to the pattern; and did a low pass along the runway. This was done after 25 mins of flight time. Unicom radioed that the gear was down; but he could not determine if it was locked. As I regained altitude; unicom was able to contact the mechanics at a certified mooney shop. I spoke with a mechanic at the shop. He was familiar with the gear; and we talked through the situation for a period of time. One of the questions I had was regarding the 'soft' resistance of the gear hand crank. It did not feel as if it hit a hard stop; but felt 'springy.' I asked the mechanic how much torque I should apply to the gear hand crank in an attempt to get the gear over center and locked. The mechanic stated that the gear was quite robust; and I would not likely damage anything if I cranked harder. I turned the hand crank approximately one more revolution; and felt a snap in the airframe through the seat. At the same time the gear hand crank gave up any resistance; and began to freewheel; as if it were separated from the gear drivetrain. At this point the mechanic and I discussed the situation; and we decided that with a hand crank that was no longer working; the only option to attempt to move the gear was the electric motor. This seemed to be a poor choice; because if the gear retracted and failed to extend again; I could no longer manually extend it. The mechanic and I decided the best step at this time would be to declare an emergency at ZZZ2 where there was an emergency crew onsite; as well as a mooney repair shop. ZZZ1 and ZZZ2 are in close proximity. After about 50 mins of in-air debug time; I left the area and headed towards ZZZ2. I declared an emergency with approach; and was given instructions to fly a left pattern. During the next several minutes; I again re-read the emergency section of the poh to prepare for a possible gear collapse. The handoff was made to tower; and on short final; I closed the throttle; moved the mixture to idle cutoff; killed the master; and turned off the fuel. The plane touched down shortly after the numbers; at which time the gear promptly collapsed. The GPS shows about a 700 ft belly slide before the plane stopped. I exited the plane unharmed and waited for the rescue crew to arrive. After reviewing the event; my best theory of the cause of the situation was a combination of: 1) the accidental engagement of the manual hand crank engage lever during the avionics work. 2) my not noticing the lever was engaged during my preflight. 3) the electric retraction of the gear after takeoff. 4) the manual hand crank engagement/disengagement is not obvious from the pilot's position; as it is low and under the panel; on the pilot's sidewall of the plane. 5) the hand crank position is not in any of the normal operation checklists; and I did not think of verifying its position during preflight as I had not attempted a manual extension of the gear prior to this flight. The avionics work involved removal of both front seats; and considerable work in; under; and around the panel. Some of the work was in the vicinity of the manual hand crank. The avionics owner stated after the event that although he did not recall moving the lever; it was possible it happened at this time. A more obvious indicator or interlock may have prevented this incident.

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Original NASA ASRS Text

Title: MOONEY 20 PLT RPTS GEAR COLLAPSE AFTER ATTEMPT TO RETRACT GEAR NORMALLY WITH MANUAL GEAR EXTENSION HANDLE ENGAGED.

Narrative: BECAUSE OF THE WORK THAT HAD BEEN DONE TO THE PLANE; INCLUDING COWL REMOVAL AND NUMEROUS TRANSDUCERS PLACED ON THE ENG; I ATTEMPTED TO CONDUCT AN EXTENSIVE PREFLT OF THE PLANE THAT LASTED APPROX 45 MINS. I UTILIZED THE POH CHKLIST; AND SPENT CONSIDERABLE TIME ASSURING THE PLANE WAS IN GOOD CONDITION. THE GPS ABOARD THE PLANE BEGAN TRACKING AS I TAXIED TO THE FBO NEAR MY HANGAR TO TOP OFF THE PLANE WITH FUEL. THE GPS AGAIN BEGAN TRACKING AS I TAXIED TO THE RWY WITH FULL FUEL. HERE I CONDUCTED RUN-UPS ON THE PLANE WATCHING THE GAUGES AND LOOKING FOR ANY UNUSUAL BEHAVIOR. I BEGAN THE DEP ROLL; AND THE AIRPLANE APPEARED TO ACT NORMALLY. AFTER POSITIVE CLB WAS REACHED AND LITTLE USABLE RWY WAS LEFT; I MOVED THE GEAR SWITCH TO THE RETRACT POS. AT THIS POINT; I BECAME AWARE THAT SOMETHING WAS WRONG; AS THE MANUAL GEAR EXTENSION HAND CRANK BEGAN RAPIDLY HITTING MY LEG AND STOPPED WHEN THE GEAR BREAKER TRIPPED. THE 'GEAR UNSAFE' INDICATOR ALSO REMAINED LIT. KNOWING THAT THE MANUAL GEAR EXTENSION HANDLE SHOULD NOT BE TURNING WHEN THE GEAR IS BEING MOVED ELECTRICALLY; I REACHED DOWN UNDER THE PANEL TO THE LOCATION OF THE MANUAL HAND CRANK ENGAGE LEVER; AND FELT THAT IT WAS IN THE FORWARD 'ENGAGED' POS; INSTEAD OF THE AFT 'DISENGAGED' POS. AT THIS POINT; I DECIDED TO FLY THE AIRPLANE AWHILE TO GAIN ALT BEFORE ATTEMPTING ANY DEBUGGING OF THE SITUATION. WHEN I HAD REACHED AN ACCEPTABLE ALT; I OPENED THE POH TO THE EMER PROCS SECTION AND REFRESHED MYSELF WITH THE GEAR RETRACT/EXTEND FAILURE SECTIONS. AFTER READING THESE; I MOVED THE HAND CRANK ENGAGE LEVER TO THE AFT 'DISENGAGED' POS; RESET THE CIRCUIT BREAKER; AND ATTEMPTED TO ELECTRICALLY CYCLE THE GEAR. AFTER 2 ATTEMPTS EACH RESULTED IN A TRIPPED GEAR BREAKER WITHOUT EXTINGUISHING THE 'GEAR UNSAFE' INDICATOR; I LEFT THE BREAKER TRIPPED; TO AVOID ANY ELECTRICAL FIRES. NEXT; I ATTEMPTED A MANUAL EXTENSION OF THE GEAR. THIS REQUIRED ME TO RE-ENGAGE THE HAND CRANK ENGAGE LEVER; AND THEN TURN THE HAND CRANK CLOCKWISE. I COUNTED OVER 100 CRANKS OF THE HAND CRANK BEFORE I HIT A 'SOFT' RESISTANCE OF THE HAND CRANK. AT THIS POINT; THE 'GEAR UNSAFE' INDICATOR WAS STILL LIT; LEADING ME TO BELIEVE THAT THE GEAR WAS EXTENDED BUT NOT LOCKED. NEEDING EXTRA HELP; I RADIOED UNICOM AT ZZZ1; EXPLAINING THE SITUATION I WAS IN; AND ASKED UNICOM TO CONTACT ONE OF THE LCL MECHS AT ZZZ1. UNICOM WAS UNABLE TO CONTACT ANY OF THE MECHS (ZZZ1); BUT SUGGESTED I DO A FLY-BY SO HE COULD CHK THE GEAR POS. I RETURNED TO THE PATTERN; AND DID A LOW PASS ALONG THE RWY. THIS WAS DONE AFTER 25 MINS OF FLT TIME. UNICOM RADIOED THAT THE GEAR WAS DOWN; BUT HE COULD NOT DETERMINE IF IT WAS LOCKED. AS I REGAINED ALT; UNICOM WAS ABLE TO CONTACT THE MECHS AT A CERTIFIED MOONEY SHOP. I SPOKE WITH A MECH AT THE SHOP. HE WAS FAMILIAR WITH THE GEAR; AND WE TALKED THROUGH THE SITUATION FOR A PERIOD OF TIME. ONE OF THE QUESTIONS I HAD WAS REGARDING THE 'SOFT' RESISTANCE OF THE GEAR HAND CRANK. IT DID NOT FEEL AS IF IT HIT A HARD STOP; BUT FELT 'SPRINGY.' I ASKED THE MECH HOW MUCH TORQUE I SHOULD APPLY TO THE GEAR HAND CRANK IN AN ATTEMPT TO GET THE GEAR OVER CENTER AND LOCKED. THE MECH STATED THAT THE GEAR WAS QUITE ROBUST; AND I WOULD NOT LIKELY DAMAGE ANYTHING IF I CRANKED HARDER. I TURNED THE HAND CRANK APPROX ONE MORE REVOLUTION; AND FELT A SNAP IN THE AIRFRAME THROUGH THE SEAT. AT THE SAME TIME THE GEAR HAND CRANK GAVE UP ANY RESISTANCE; AND BEGAN TO FREEWHEEL; AS IF IT WERE SEPARATED FROM THE GEAR DRIVETRAIN. AT THIS POINT THE MECH AND I DISCUSSED THE SITUATION; AND WE DECIDED THAT WITH A HAND CRANK THAT WAS NO LONGER WORKING; THE ONLY OPTION TO ATTEMPT TO MOVE THE GEAR WAS THE ELECTRIC MOTOR. THIS SEEMED TO BE A POOR CHOICE; BECAUSE IF THE GEAR RETRACTED AND FAILED TO EXTEND AGAIN; I COULD NO LONGER MANUALLY EXTEND IT. THE MECH AND I DECIDED THE BEST STEP AT THIS TIME WOULD BE TO DECLARE AN EMER AT ZZZ2 WHERE THERE WAS AN EMER CREW ONSITE; AS WELL AS A MOONEY REPAIR SHOP. ZZZ1 AND ZZZ2 ARE IN CLOSE PROX. AFTER ABOUT 50 MINS OF IN-AIR DEBUG TIME; I LEFT THE AREA AND HEADED TOWARDS ZZZ2. I DECLARED AN EMER WITH APCH; AND WAS GIVEN INSTRUCTIONS TO FLY A LEFT PATTERN. DURING THE NEXT SEVERAL MINUTES; I AGAIN RE-READ THE EMER SECTION OF THE POH TO PREPARE FOR A POSSIBLE GEAR COLLAPSE. THE HANDOFF WAS MADE TO TWR; AND ON SHORT FINAL; I CLOSED THE THROTTLE; MOVED THE MIXTURE TO IDLE CUTOFF; KILLED THE MASTER; AND TURNED OFF THE FUEL. THE PLANE TOUCHED DOWN SHORTLY AFTER THE NUMBERS; AT WHICH TIME THE GEAR PROMPTLY COLLAPSED. THE GPS SHOWS ABOUT A 700 FT BELLY SLIDE BEFORE THE PLANE STOPPED. I EXITED THE PLANE UNHARMED AND WAITED FOR THE RESCUE CREW TO ARRIVE. AFTER REVIEWING THE EVENT; MY BEST THEORY OF THE CAUSE OF THE SITUATION WAS A COMBINATION OF: 1) THE ACCIDENTAL ENGAGEMENT OF THE MANUAL HAND CRANK ENGAGE LEVER DURING THE AVIONICS WORK. 2) MY NOT NOTICING THE LEVER WAS ENGAGED DURING MY PREFLT. 3) THE ELECTRIC RETRACTION OF THE GEAR AFTER TKOF. 4) THE MANUAL HAND CRANK ENGAGEMENT/DISENGAGEMENT IS NOT OBVIOUS FROM THE PLT'S POSITION; AS IT IS LOW AND UNDER THE PANEL; ON THE PLT'S SIDEWALL OF THE PLANE. 5) THE HAND CRANK POSITION IS NOT IN ANY OF THE NORMAL OPERATION CHKLISTS; AND I DID NOT THINK OF VERIFYING ITS POSITION DURING PREFLT AS I HAD NOT ATTEMPTED A MANUAL EXTENSION OF THE GEAR PRIOR TO THIS FLT. THE AVIONICS WORK INVOLVED REMOVAL OF BOTH FRONT SEATS; AND CONSIDERABLE WORK IN; UNDER; AND AROUND THE PANEL. SOME OF THE WORK WAS IN THE VICINITY OF THE MANUAL HAND CRANK. THE AVIONICS OWNER STATED AFTER THE EVENT THAT ALTHOUGH HE DID NOT RECALL MOVING THE LEVER; IT WAS POSSIBLE IT HAPPENED AT THIS TIME. A MORE OBVIOUS INDICATOR OR INTERLOCK MAY HAVE PREVENTED THIS INCIDENT.

Data retrieved from NASA's ASRS site as of January 2009 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.