20141201022629I

The pilot states that after taking off from scottsdale airport (sdl) the crew selected ?gear up? For retraction, they received three green lights for gear up indications, but also had a red light illuminated indicating ?unlocked? Gear as well. The crew worked thru the abnormal checklist but the gear still did not indicate retraction was complete. The pilot stated that there had been no regular sound of the hydraulic system operating and the sound of the airstream was typical of the gear being in the extended position. The gear handle was selected to ?down? Position. The gear down indications showed all three gear down and locked with no unlocked light illuminated. The pilot elected to divert to Williams Gateway Airport (iwa) to make a landing there since the runways were larger and better emergency services were available.

Despite having gear down-and-locked indications they made a low flyby at iwa to have the tower give a visual check that the gear were extended. The tower was able to concur the gear appeared to be extended. At that time there was too much fuel aboard to land because the original flight plan had been from sdl to chicago-midway. The pilot circled in Gateway?s airspace to burn off excess fuel weight.

When the aircraft had burned enough fuel off to comply with the aircraft limitations the pilot brought the aircraft into the landing pattern. At that time the crew selected flaps to ?approach? And noticed the flaps only indicated they were positioned half-way to the correct position. (The flaps had originally been retracted normally after take-off from sdl.) Since the aircraft has sufficient altitude the crew selected ?flaps-up? And they retracted fully. Flaps were then reset to ?approach? Position. This time the flaps gave no indication of flap movement. The crew performed the abnormal checklist with no corrective results. They then elected to continue to circle the aircraft to burn fuel for ?flaps inoperative approach and landing? Requirements.

A successful no-flap landing was made at iwa without any further operational issues. The pilot noted that during the entire event there had been no abnormal indications given by the annunciator panel of the aircraft.

The aircraft was taken to the Cessna maintenance facility immediately for troubleshooting. The aircraft was placed on jacks and a hydraulic mule was hooked up to the hydraulic system. Gear retraction was performed. Gear would retract but would not extend. Flaps and speed brakes were actuated, but neither system was responsive. Gear was manually extended. After further troubleshooting maintenance found a capacitor on the hydraulic control pcb board located inside the cabin was overheated and damaged. The pcb board was replaced and all hydraulic systems operated properly. All operational checks of the gear, flaps, and speed brake system checked good. The aircraft was subsequently flown successfully with no further hydraulic issues.

It appears the hydraulic failure was caused by an electrical failure within a single printed circuit board that is responsible for input into the hydraulic load valve which controls the landing gear, flaps, and speed brake systems.

The operator was requested to submit a service difficulty report regarding this maintenance issue. This aircraft has total time of 441 hours with 314 cycles on the landing gear.