Narrative:

On downwind leg selected gear lever down in preparation for landing. Landing gear failed to fully extend and lock i.e. Gear down and locked light (green) failed to illuminate. Passenger (licensed private pilot) and I confirmed both main gear out; appeared several degrees short of normal extension. Bulb tests confirmed up and down circuit lights functional. Reduced power and activated gear warning horn; apparently confirming gear not down and locked. Possible nose gear extension issue in addition to questionable mains; confirmed landing gear circuit breaker in and cycled gear handle up. Up circuit light (amber) failed to illuminate suggesting gear failed to lock in up position. Ammeter showed increased power draw initially; then returned to half needle width in charging range (normal in flight indication). [I] could not hear whether or not hydraulic pump was operating due to ambient noise in cockpit. Bulb test still ok -- visual check revealed mains out of view; and power reduction reactivated gear warning horn. [I] confirmed circuit breaker still in and recycled gear lever down. Mains came back into view but down/locked light failed to illuminate and gear warning horn still sounded with power reduction. Surface winds indicated 60 degree crosswind at 10 KTS. Applied go-around power and configured aircraft for climb. Announced intentions to depart to the east and divert over unicom frequency. Mechanic on unicom suggested landing here where he could inspect aircraft. I declined in view of crosswind and possible side loads on landing as well as trees at either end or anticipated windshear near surface. The airport allowed greater runway direction and length options; plus access to emergency services; should we have needed them. [I] performed after-takeoff; climb and cruise checklists en route holding area south of the airport; noting gear anomaly. Proceeded to emergency landing gear (manual) extension procedure and executed. Felt tremendous resistance on handle after pumping handle approximately 45 times. Visual inspection showed main gear close to normal extension; no information on nose gear. Green light failed to illuminate/gear unsafe warning still sounded with power reduction. Nearby piper cub pilot offered to look at gear from his aircraft. I instructed him to hold easterly heading and altitude while I took responsibility for visual separation; passing approximately 1000 ft to his right along same line of flight; keeping him in sight at all times. He reported all three gear legs appeared extended. Pumped gear handle an additional 10 times; still no down and locked confirmation. Passenger's mechanic--also familiar with C-177RG systems --called over airport frequency to review situation and discuss options. He suggested bouncing aircraft on mains to dislodge nose gear. I declined; not knowing if the mains were; in fact; down and locked. When it appeared we'd exhausted all options; I confirmed wind direction and active runway provided best option with clear approach; and 9 KTS directly down the runway. Confirmed taking controls back from passenger. Unicom operator called to offer visual check from the surface. Completed descent/approach/pre-landing checklists in preparation for flyby at 50 ft AGL; announced pattern entry/intentions on frequency. As we crossed the threshold; unicom operator stepped onto the runway for a closer look; whereupon I sidestepped aircraft to left of runway to avoid possible conflict with him should anything depart the aircraft. He confirmed three gear legs extended. (Disregarded his opinion that 3 were down and locked.) final activation of emergency gear extension pump handle turning final to confirm system pressurized as much as possible. Approach and landing in accordance with gear unsafe landing checklist on-speed and slightly tail low. (Gear warning horn sounded throughout descent/approach/landing.) soft-field landing on mains and held nose off as long as possible; eased to runway. [I] activated manual pump in accordance with checklist during rollout to maintain system pressure. Allowed aircraft to rollout with minimum braking; coasted to stop. Executed emergency shutdown and evacuated aircraft in view of possible gear collapse.

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Original NASA ASRS Text

Title: C177RG pilot reports unsafe gear indication during approach and goes around. Troubleshooting indicated the gear was not fully extending even using the manual extension handle. Reporter diverted to a longer runway with no crosswind and lands safely.

Narrative: On downwind leg selected gear lever down in preparation for landing. Landing gear failed to fully extend and lock i.e. gear down and locked light (green) failed to illuminate. Passenger (licensed Private Pilot) and I confirmed both main gear out; appeared several degrees short of normal extension. Bulb tests confirmed up and down circuit lights functional. Reduced power and activated gear warning horn; apparently confirming gear not down and locked. Possible nose gear extension issue in addition to questionable mains; confirmed landing gear circuit breaker in and cycled gear handle up. Up circuit light (amber) failed to illuminate suggesting gear failed to lock in up position. Ammeter showed increased power draw initially; then returned to half needle width in charging range (normal in flight indication). [I] could not hear whether or not hydraulic pump was operating due to ambient noise in cockpit. Bulb test still ok -- visual check revealed mains out of view; and power reduction reactivated gear warning horn. [I] confirmed circuit breaker still in and recycled gear lever down. Mains came back into view but down/locked light failed to illuminate and gear warning horn still sounded with power reduction. Surface winds indicated 60 degree crosswind at 10 KTS. Applied go-around power and configured aircraft for climb. Announced intentions to depart to the east and divert over Unicom frequency. Mechanic on Unicom suggested landing here where he could inspect aircraft. I declined in view of crosswind and possible side loads on landing as well as trees at either end or anticipated windshear near surface. The airport allowed greater runway direction and length options; plus access to emergency services; should we have needed them. [I] performed after-takeoff; climb and cruise checklists en route holding area south of the airport; noting gear anomaly. Proceeded to emergency landing gear (manual) extension procedure and executed. Felt tremendous resistance on handle after pumping handle approximately 45 times. Visual inspection showed main gear close to normal extension; no information on nose gear. Green light failed to illuminate/gear unsafe warning still sounded with power reduction. Nearby Piper Cub pilot offered to look at gear from his aircraft. I instructed him to hold easterly heading and altitude while I took responsibility for visual separation; passing approximately 1000 FT to his right along same line of flight; keeping him in sight at all times. He reported all three gear legs appeared extended. Pumped gear handle an additional 10 times; still no down and locked confirmation. Passenger's mechanic--also familiar with C-177RG systems --called over airport frequency to review situation and discuss options. He suggested bouncing aircraft on mains to dislodge nose gear. I declined; not knowing if the mains were; in fact; down and locked. When it appeared we'd exhausted all options; I confirmed wind direction and active runway provided best option with clear approach; and 9 KTS directly down the runway. Confirmed taking controls back from passenger. Unicom Operator called to offer visual check from the surface. Completed descent/approach/pre-landing checklists in preparation for flyby at 50 FT AGL; announced pattern entry/intentions on frequency. As we crossed the threshold; Unicom Operator stepped ONTO the runway for a closer look; whereupon I sidestepped aircraft to left of runway to avoid possible conflict with him should anything depart the aircraft. He confirmed three gear legs extended. (Disregarded his opinion that 3 were down and locked.) Final activation of emergency gear extension pump handle turning final to confirm system pressurized as much as possible. Approach and landing in accordance with gear unsafe landing checklist on-speed and slightly tail low. (Gear warning horn sounded throughout descent/approach/landing.) Soft-field landing on mains and held nose off as long as possible; eased to runway. [I] activated manual pump in accordance with checklist during rollout to maintain system pressure. Allowed aircraft to rollout with minimum braking; coasted to stop. Executed emergency shutdown and evacuated aircraft in view of possible gear collapse.

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.