Narrative:

This was a maintenance flight to test the hydraulic pump; which had reportedly not been shutting off when it was supposed to. We had deiced with type 1 for frost and selected 100% torque for takeoff. During the initial climb out; I called for 'gear up' and the captain selected gear up. The gear in transit light stayed illuminated and the hydraulic pump continued to run throughout the climb. It was necessary to maintain 20 degrees pitch up in order to stay below the 150K gear retraction speed limit. This; combined with 100% torque; a very light airplane; and excessively cold temperatures resulted in a very fast rate of climb (approximately 3000 FPM). The captain was monitoring the gear and hydraulic pump as we approached our clearance altitude of 4000 MSL. We both noticed that we were coming up on the altitude very rapidly and began taking corrective action. The captain notified ATC we were having a gear problem and chose to select gear down while I began to lower the nose and reduce power. Once the gear indicated down and locked; I was able to lower the nose and accelerate to 200K. By this time we had already passed through 4000 MSL. We reached 4500 MSL before a descent began. As I continued to descend back to 4000 MSL and accelerate to 200K; the captain notified ATC again about our problem and that we were returning to our assigned altitude. At this time I asked the captain to complete the after takeoff checklist. We were then able to reduce power and return to the airport without further incident. Because the gear failed to indicate up and locked in a timely manner; the pilot monitoring did not make the 'gear is up' call which resulted in the pilot flying failing to call 'flaps up; after takeoff check' during the initial climb out. This left the torque at 100%. The power; combined with the cold; the light weight; and the 150 knot gear retraction speed limit resulted in an very high rate of climb to a relatively low altitude. We had insufficient time to identify the problem and take corrective action; finish the after takeoff flows and checklists; keep the airplane within its operational limits; and level off at 4000 MSL. Also; while we had discussed and prepared for the hydraulic pump to potentially operate incorrectly; we were caught off guard by the landing gear failing to indicate up and locked. In the future I will take more time to think about and discuss with the crew any issues that might arise during a maintenance test flight; taking into special consideration the system that is being tested. If the test flight has anything to do with any system that is used during the initial climb out; I will ask for a block altitude; or at least an altitude high enough to give the crew time to complete all flows and checklists; identify the problem; and begin creating a plan of action to correct or contain the problem. 4000 MSL (approximately 3000 AGL) was not high enough. I do not specifically remember if the captain notified ATC that we would not be able to stop our climb at 4000 MSL; or just that we were having a problem. But; in the future; if I am unable to comply with an ATC clearance; I will make sure I tell them specifically what part of the clearance I am unable to comply with. And; time permitting; will tell them why I am unable to comply.

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Original NASA ASRS Text

Title: An SF340 flight crew on a maintenance test flight failed to stop their climb at their cleared altitude when the landing gear failed to retract and they continued climbing at 100% torque and maintaining an IAS below the gear retraction speed.

Narrative: This was a maintenance flight to test the hydraulic pump; which had reportedly not been shutting off when it was supposed to. We had deiced with Type 1 for frost and selected 100% torque for takeoff. During the initial climb out; I called for 'gear up' and the Captain selected gear up. The gear in transit light stayed illuminated and the hydraulic pump continued to run throughout the climb. It was necessary to maintain 20 degrees pitch up in order to stay below the 150K gear retraction speed limit. This; combined with 100% torque; a very light airplane; and excessively cold temperatures resulted in a very fast rate of climb (approximately 3000 FPM). The Captain was monitoring the gear and hydraulic pump as we approached our clearance altitude of 4000 MSL. We both noticed that we were coming up on the altitude very rapidly and began taking corrective action. The Captain notified ATC we were having a gear problem and chose to select gear down while I began to lower the nose and reduce power. Once the gear indicated down and locked; I was able to lower the nose and accelerate to 200K. By this time we had already passed through 4000 MSL. We reached 4500 MSL before a descent began. As I continued to descend back to 4000 MSL and accelerate to 200K; the Captain notified ATC again about our problem and that we were returning to our assigned altitude. At this time I asked the Captain to complete the after takeoff checklist. We were then able to reduce power and return to the airport without further incident. Because the gear failed to indicate up and locked in a timely manner; the pilot monitoring did not make the 'gear is up' call which resulted in the pilot flying failing to call 'flaps up; after takeoff check' during the initial climb out. This left the torque at 100%. The power; combined with the cold; the light weight; and the 150 knot gear retraction speed limit resulted in an very high rate of climb to a relatively low altitude. We had insufficient time to identify the problem and take corrective action; finish the after takeoff flows and checklists; keep the airplane within its operational limits; and level off at 4000 MSL. Also; while we had discussed and prepared for the hydraulic pump to potentially operate incorrectly; we were caught off guard by the landing gear failing to indicate up and locked. In the future I will take more time to think about and discuss with the crew any issues that might arise during a maintenance test flight; taking into special consideration the system that is being tested. If the test flight has anything to do with any system that is used during the initial climb out; I will ask for a block altitude; or at least an altitude high enough to give the crew time to complete all flows and checklists; identify the problem; and begin creating a plan of action to correct or contain the problem. 4000 MSL (approximately 3000 AGL) was not high enough. I do not specifically remember if the Captain notified ATC that we would not be able to stop our climb at 4000 MSL; or just that we were having a problem. But; in the future; if I am unable to comply with an ATC clearance; I will make sure I tell them specifically what part of the clearance I am unable to comply with. And; time permitting; will tell them why I am unable to comply.

Data retrieved from NASA's ASRS site as of April 2012 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.