What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On June 2, 2011 at approximately 1300 PST, N712MK, a Piper malibu, piloted by privacy data omitted, landed gear up at Lake Havasu airport (hii), Lake Havasu, Arizona. According to the pilot, after descending into the local traffic pattern and selecting the landing gear down, there was no response from the landing gear system. There were no gear indications lights illuminated and no visual or audio inidications of hydrualic pump operations following the selection of the gear lever. The pilot attempted to trouble shoot the problem without success. The pilot used the aircraft emergency checklist and attempted to perform an emergency gear extension. After completing the steps on the checklist, the landing gear did not fall into place as designed. The pilot continued to circle the airport for approximately an hour and a half in order to burn off fuel in hopes of reducing any fire hazard. On final approach to the runway, the pilot stated he secured the cabin, feathered and shut down the engine and all electrical and fuel and performed a gear up landing on runway 32.on June 28, the aircraft was placed on jacks and normal and emergency extension methods did not work. Gear lowered by bleeding pressure out of gear up line fitting on the nose gear sequence valve. Emergency gear release valve, p/n 85124-02, was manually operated at the valve. Its control arm would only move ¼ inch. It would not port fluid from the gear down line to the gear up line, which is its required function to allow hydraulic fluid to return through the up line to the reservoir and allowing gravity to extend the gear. The cause of the failure of the normal gear extension system is undetermined at this time and is still being investigated.
As the FAA filed it
ON JUNE 2, 2011 AT APPROXIMATELY 1300 PST, N712MK, A PIPER MALIBU, PILOTED BY ^PRIVACY DATA OMITTED^, LANDED GEAR UP AT LAKE HAVASU AIRPORT (HII), LAKE HAVASU, ARIZONA.ACCORDING TO THE PILOT, AFTER DESCENDING INTO THE LOCAL TRAFFIC PATTERN AND SELECTING THE LANDING GEAR DOWN, THERE WAS NO RESPONSE FROM THE LANDING GEAR SYSTEM. THERE WERE NO GEAR INDICATIONS LIGHTS ILLUMINATED AND NO VISUAL OR AUDIO INIDICATIONS OF HYDRUALIC PUMP OPERATIONS FOLLOWING THE SELECTION OF THE GEAR LEVER.THE PILOT ATTEMPTED TO TROUBLE SHOOT THE PROBLEM WITHOUT SUCCESS. THE PILOT USED THE AIRCRAFT EMERGENCY CHECKLIST AND ATTEMPTED TO PERFORM AN EMERGENCY GEAR EXTENSION. AFTER COMPLETING THE STEPS ON THE CHECKLIST, THE LANDING GEAR DID NOT FALL INTO PLACE AS DESIGNED. THE PILOT CONTINUED TO CIRCLE THE AIRPORT FOR APPROXIMATELY AN HOUR AND A HALF IN ORDER TO BURN OFF FUEL IN HOPES OF REDUCING ANY FIRE HAZARD. ON FINAL APPROACH TO THE RUNWAY, THE PILOT STATED HE SECURED THE CABIN, FEATHERED AND SHUT DOWN THE ENGINE AND ALL ELECTRICAL AND FUEL AND PERFORMED A GEAR UP LANDING ON RUNWAY 32.ON JUNE 28, THE AIRCRAFT WAS PLACED ON JACKS AND NORMAL AND EMERGENCY EXTENSION METHODS DID NOT WORK. GEAR LOWERED BY BLEEDING PRESSURE OUT OF GEAR UP LINE FITTING ON THE NOSE GEAR SEQUENCE VALVE. EMERGENCY GEAR RELEASE VALVE, P/N 85124-02, WAS MANUALLY OPERATED AT THE VALVE. ITS CONTROL ARM WOULD ONLY MOVE ¼ INCH. IT WOULD NOT PORT FLUID FROM THE GEAR DOWN LINE TO THE GEAR UP LINE, WHICH IS ITS REQUIRED FUNCTION TO ALLOW HYDRAULIC FLUID TO RETURN THROUGH THE UP LINE TO THE RESERVOIR AND ALLOWING GRAVITY TO EXTEND THE GEAR. THE CAUSE OF THE FAILURE OF THE NORMAL GEAR EXTENSION SYSTEM IS UNDETERMINED AT THIS TIME AND IS STILL BEING INVESTIGATED.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.