ERA17LA287

The private pilot stated that he performed a preflight inspection of the airplane and did not notice any hydraulic leaks near the landing gear system. After takeoff, he retracted the landing gear and noted that the amber landing gear "UP" indicator had illuminated. While on the downwind leg of the traffic pattern, the pilot attempted to extend the landing gear, but they did not extend completely and lock. He then departed the traffic pattern and performed the landing gear malfunction procedures in the pilot operating handbook to no avail. Next, he performed several maneuvers to lock the landing gear in the down position for about 1 hour but was unsuccessful and chose to return to the airport and perform a gear-up landing. After landing, the pilot tried to maintain directional control of the airplane; it came to rest on the runway and sustained substantial damage to the left horizontal stabilizer. Postaccident examination of the hydraulic system revealed that there was no hydraulic fluid in the reservoir and that hydraulic fluid was leaking from the rubber landing gear down return line. The line was removed, and a leak was noted. The airframe manufacturer's service manual indicated that all rubber parts in the landing gear system, which includes the rubber landing gear down return line, should be replaced every 5 years. Examination of the airplane's maintenance records revealed that there were no maintenance entries related to servicing or replacing that line. Because the landing gear down return line was improperly maintained and was never replaced, it is likely that the line failed and leaked hydraulic fluid, depleting the amount of fluid needed for the landing gear system to maintain hydraulic pressure to extend and lock the main landing gear.

On August 19, 2017, about 1310 eastern daylight time, a Cessna R182, N9155C, was substantially damaged during landing at Clearwater Air Park (CLW), Clearwater, Florida. The private pilot was not injured. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the flight that departed Tampa Executive Airport (VDF), Tampa, Florida, about 1200.According to the pilot, he performed a preflight inspection an did not note any anomalies with the airplane, nor did he notice any hydraulic leaks near the landing gear system. After takeoff, he moved the landing gear selector to the UP position and noted that the yellow landing gear up indicator illuminated. While on the downwind leg of the traffic pattern, he attempted to extend the landing gear, and while he heard the landing gear motor operating, he saw that the landing gear were hanging under the airplane and were not locked. He then departed the traffic pattern and flew over the Gulf of Mexico to assess the situation. He performed the landing gear malfunction procedures listed in the pilot operating handbook; however, the landing gear would not lock. Next, he performed several maneuvers to get the landing gear to lock in the down position but was unsuccessful. Overall, the pilot attempted to extend the landing gear for about an hour until he then maneuvered the airplane toward the airport and asked the local tower controller to look and see if the landing gear was down. The local controller could not verify that it was locked in the down position. The pilot elected to perform a gear up landing and advised the tower controller. Before contacting the runway, the pilot leaned the fuel mixture and the engine stopped producing power. After landing, the pilot determined that the nose landing gear was down and locked, therefore, he tried to maintain directional control of the airplane. After the airplane came to rest on the runway, he turned off the ignition, master switch, and pulled the fuel shutoff valve. He then egressed the airplane without injury. A Federal Aviation Administration (FAA) inspector who responded to the accident site stated that the left horizontal stabilizer was substantially damaged. An examination of the hydraulic system revealed that there was no hydraulic fluid in the reservoir. The airplane was placed on jacks and serviced with hydraulic fluid. The landing gear lever was moved in the cockpit to retract the landing gear, however the landing gear did not move. The FAA inspector noted that hydraulic fluid was leaking from the forward underside section of the fuselage. Further examination revealed that the hydraulic fluid was leaking from the landing gear down return line. The rubber hose was removed, and a leak was noted at the sleeve of the hydraulic line. According to FAA records, the airplane was manufactured in1978. It was equipped with a Lycoming O-540-J3C5D, a 235-hp, engine. According to the airframe maintenance logbook, the most recent annual inspection was performed on September 1, 2016, at a total time of 6150.9 hours. Examination of the maintenance logbooks by FAA inspectors revealed that there was no entry in the airframe log about a replacement or any maintenance performed on the landing gear down return line. According to the pilot operating handbook, "to retract or extend the landing gear, pull out on the gear lever and move it to the desired position. After the lever is positioned, the power pack will create pressure in the system and actuate the landing gear to the selected position. During normal cycle, the gear retracts fully or extends and locks, limit switches close, and the indicator light comes on (amber for up and green for down) indicating completion of the cycle. After indicator light illumination, the power pack will continue to run until the fluid pressure reaches 1500 PSI, opens the pressure switch, and turns the power pack off. Whenever fluid pressure in the system drops below 1000 PSI, the pressure switch will close and start power pack operation, except when the nose gear safety (squat) switch is open." According the manufacturer's service manual, the landing gear hydraulic system was to be checked for leaks and external damage to components or mounting structure every 100 hours. In addition, an overhaul of the landing gear system selector valve, emergency hand pump, and pressure switch was to take place every 5 years. Furthermore, all the rubber parts of the landing gear system, including the rubber landing gear down return line, were to be replaced every 5 years.