|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||airport : cak|
|Altitude||msl bound lower : 1230|
msl bound upper : 6000
|Controlling Facilities||artcc : zob|
tracon : cak
|Operator||common carrier : air carrier|
|Make Model Name||Medium Transport, Low Wing, 2 Turboprop Eng|
|Flight Phase||climbout : takeoff|
climbout : intermediate altitude
|Route In Use||enroute airway : zob|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 40|
flight time total : 12800
|Function||flight crew : first officer|
|Qualification||pilot : instrument|
pilot : commercial
|Anomaly||aircraft equipment problem : less severe|
other anomaly other
|Independent Detector||other flight crewa|
|Resolutory Action||none taken : anomaly accepted|
|Air Traffic Incident||other|
After takeoff I was unable to move the landing gear handle on the mdt from the extend to the retract position. I assumed the PF flying duties and the first officer referenced both our company qrf (quick reference manual) and mdt pilot handbook for a procedure to follow. He could find none. At this point I gave him the controls and I assumed the PNF duties. I decided to continue toward dtw while I troubleshot the problem. WX at takeoff, destination and our alternates was VFR with airports surrounding our destination also reporting VFR. No icing was encountered during our climb to VFR conditions on top of clouds. By the time we had exhausted our attempts to retract the gear using normal means, we were already 1/2 the short distance between cak-dtw. Note: I did not want to remove the side panel and move the antiretract plunger to get the gear to retract unless a greater emergency arose. After considering all of the factors (aircraft performance, WX and fuel) with the information available to me, I elected to continue to my destination. Note: there are numerous airports along my flight route that I could have used had I lost an engine with the gear extended and had any problems performance wise. As I mentioned earlier, I don't feel like I've done anything wrong, but I wanted the report filed just in case I did violate any far.
Original NASA ASRS Text
Title: UNABLE TO RAISE GEAR HANDLE AFTER TKOF. CONTINUED TO DESTINATION.
Narrative: AFTER TKOF I WAS UNABLE TO MOVE THE LNDG GEAR HANDLE ON THE MDT FROM THE EXTEND TO THE RETRACT POS. I ASSUMED THE PF FLYING DUTIES AND THE F/O REFERENCED BOTH OUR COMPANY QRF (QUICK REFERENCE MANUAL) AND MDT PLT HANDBOOK FOR A PROC TO FOLLOW. HE COULD FIND NONE. AT THIS POINT I GAVE HIM THE CTLS AND I ASSUMED THE PNF DUTIES. I DECIDED TO CONTINUE TOWARD DTW WHILE I TROUBLESHOT THE PROBLEM. WX AT TKOF, DEST AND OUR ALTERNATES WAS VFR WITH ARPTS SURROUNDING OUR DEST ALSO REPORTING VFR. NO ICING WAS ENCOUNTERED DURING OUR CLB TO VFR CONDITIONS ON TOP OF CLOUDS. BY THE TIME WE HAD EXHAUSTED OUR ATTEMPTS TO RETRACT THE GEAR USING NORMAL MEANS, WE WERE ALREADY 1/2 THE SHORT DISTANCE BTWN CAK-DTW. NOTE: I DID NOT WANT TO REMOVE THE SIDE PANEL AND MOVE THE ANTIRETRACT PLUNGER TO GET THE GEAR TO RETRACT UNLESS A GREATER EMER AROSE. AFTER CONSIDERING ALL OF THE FACTORS (ACFT PERFORMANCE, WX AND FUEL) WITH THE INFO AVAILABLE TO ME, I ELECTED TO CONTINUE TO MY DEST. NOTE: THERE ARE NUMEROUS ARPTS ALONG MY FLT ROUTE THAT I COULD HAVE USED HAD I LOST AN ENG WITH THE GEAR EXTENDED AND HAD ANY PROBS PERFORMANCE WISE. AS I MENTIONED EARLIER, I DON'T FEEL LIKE I'VE DONE ANYTHING WRONG, BUT I WANTED THE RPT FILED JUST IN CASE I DID VIOLATE ANY FAR.
Data retrieved from NASA's ASRS site as of August 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.