What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
N25DT departed kapv with crew of two (pilot flying and a CFI) onboard for a cross country time building flight. After takeoff, the crew's intent was to execute a touch and go landing at kapv prior to proceeding oncourse for the next leg to kdag. After takeoff, the pilot flying (pf) selected landing gear up, received a gear in transit light followed by the three green gear down lights extinguishing --- all normal indications.
On left downwind kapv runway 18 abeam the numbers 18, the pf selected landing gear down. Both the pf and the CFI noticed that they did not see a gear in transit light. At some point the landing gear control switch circuit breaker (cb) popped. The CFI attempted to reset the cb and it would not reset. After turning onto the base leg, the CFI placed the emergency gear lever in the "override engaged" position. As N25DT turned onto final, both the pf and the CFI expected the gear to be down and locked. N25DT landed runway 18 with the landing gear up.
The post incident damage inspection showed that there was no damage to either the nose or main landing gear doors --- indicative of a gear up landing.
Both the CFI and the pf stated that on a flight together in N25DT on 6/11/19 under similar circumstances, the landing gear control cb popped, was unable to be reset, but the emergency gear lever was used successfully.
Prior to landing on this occasion on 6/11/19, the crew was able to get visual confirmation from another aircraft that their landing gear was down. N25DT landed safely and midfield aviation maintenance was notified.
Maintenance troubleshot the issue, attempted to replicate the problem and ultimately were unable to detect or correct the fault. N25DT was returned to service with the problem resurfacing again on 6/13/19.
As the FAA filed it
N25DT DEPARTED KAPV WITH CREW OF TWO (PILOT FLYING AND A CFI) ONBOARD FOR A CROSS COUNTRY TIME BUILDING FLIGHT. AFTER TAKEOFF, THE CREW'S INTENT WAS TO EXECUTE A TOUCH AND GO LANDING AT KAPV PRIOR TO PROCEEDING ONCOURSE FOR THE NEXT LEG TO KDAG. AFTER TAKEOFF, THE PILOT FLYING (PF) SELECTED LANDING GEAR UP, RECEIVED A GEAR IN TRANSIT LIGHT FOLLOWED BY THE THREE GREEN GEAR DOWN LIGHTS EXTINGUISHING --- ALL NORMAL INDICATIONS.
ON LEFT DOWNWIND KAPV RUNWAY 18 ABEAM THE NUMBERS 18, THE PF SELECTED LANDING GEAR DOWN. BOTH THE PF AND THE CFI NOTICED THAT THEY DID NOT SEE A GEAR IN TRANSIT LIGHT. AT SOME POINT THE LANDING GEAR CONTROL SWITCH CIRCUIT BREAKER (CB) POPPED. THE CFI ATTEMPTED TO RESET THE CB AND IT WOULD NOT RESET. AFTER TURNING ONTO THE BASE LEG, THE CFI PLACED THE EMERGENCY GEAR LEVER IN THE "OVERRIDE ENGAGED" POSITION. AS N25DT TURNED ONTO FINAL, BOTH THE PF AND THE CFI EXPECTED THE GEAR TO BE DOWN AND LOCKED. N25DT LANDED RUNWAY 18 WITH THE LANDING GEAR UP.
THE POST INCIDENT DAMAGE INSPECTION SHOWED THAT THERE WAS NO DAMAGE TO EITHER THE NOSE OR MAIN LANDING GEAR DOORS --- INDICATIVE OF A GEAR UP LANDING.
BOTH THE CFI AND THE PF STATED THAT ON A FLIGHT TOGETHER IN N25DT ON 6/11/19 UNDER SIMILAR CIRCUMSTANCES, THE LANDING GEAR CONTROL CB POPPED, WAS UNABLE TO BE RESET, BUT THE EMERGENCY GEAR LEVER WAS USED SUCCESSFULLY.
PRIOR TO LANDING ON THIS OCCASION ON 6/11/19, THE CREW WAS ABLE TO GET VISUAL CONFIRMATION FROM ANOTHER AIRCRAFT THAT THEIR LANDING GEAR WAS DOWN. N25DT LANDED SAFELY AND MIDFIELD AVIATION MAINTENANCE WAS NOTIFIED.
MAINTENANCE TROUBLESHOT THE ISSUE, ATTEMPTED TO REPLICATE THE PROBLEM AND ULTIMATELY WERE UNABLE TO DETECT OR CORRECT THE FAULT. N25DT WAS RETURNED TO SERVICE WITH THE PROBLEM RESURFACING AGAIN ON 6/13/19.
Other reports on N25DT · 1
Matched to the same aircraft by N-number and date.