Gear Down and Locked?
Landing gear malfunction on approach to Lakeland — a complex-aircraft emergency with limited options and a decision clock measured in minutes
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, on a local training flight. Elevation 142 ft MSL. You are a commercial pilot with roughly 400 hours total time, 180 hours in complex aircraft (retractable gear, constant-speed prop). This is a routine approach and landing in a Piper PA-28R Arrow.
Weather: VFR, clear skies, 8 SM visibility, light winds from 100° at 5 knots. OAT 24°C. Altimeter 30.02. KLAL tower is active 24/7 (Class D, ceiling 2,600 MSL). A routine day.
You are on a 5-mile final approach to Runway 10 (heading 090°), descending through 1,200 ft AGL at 90 KIAS (Vy, gear down). You have requested and received a standard approach clearance. The landing gear is down and the green lights are illuminated — three green. You have confirmed the gear visually from the side window: both main wheels and the nose wheel appear to be extended and locked.
Aircraft: Piper PA-28R Arrow, solo, 2,400 lb (within limits). Lycoming IO-360 fuel-injected, constant-speed prop, retractable gear. The airplane was last serviced 3 days ago — a 100-hour inspection was completed, including landing gear rigging and extension/retraction testing. Nothing was written up. The gear extension system is the standard electric motor and hydraulic pump; there is no automatic extension system on this airframe.
Pilot: you — a commercial pilot, current, 400 hours total, 180 hours complex. You have flown this Arrow for 80 hours. You are familiar with the gear system, the emergency extension procedure, and the approach. You are not rushed, not distracted, and not fatigued. This is a normal approach.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'PA-28R'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about landing gear emergencies in the Piper Arrow? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CEN23LA417 (2023): A Piper PA-28RT-201 experienced partial retraction of the right main and nose landing gear during landing rollout. The cause of the gear retraction could not be determined despite extensive testing. The aircraft exited the runway and the right wing scraped the pavement. The pilot survived. The probable cause was listed as 'undetermined' — a rare NTSB finding that indicates the failure mechanism could not be identified even after detailed investigation.
NTSB WPR22LA040 (2021): A Piper PA-28R-200 had a right main landing gear that would not extend during approach. The pilot landed on the left main and nose gear only. The accident resulted from the installation of an improper right main landing gear door rod-end bolt that prevented the landing gear from extending. The bolt was installed during maintenance and was not the correct part. The pilot survived the landing.
NTSB ERA15LA289 (2015): A Piper PA-28R-180 on an instructional flight at Fort Lauderdale Executive Airport experienced an unsafe nose landing gear indication. The pilots performed emergency extension procedures. The accident resulted from undetected fatigue cracks in the nose landing gear strut mount assembly that prevented proper gear alignment after extension. During landing rollout, the nose gear shimmied and the pilots lost directional control. The aircraft exited the runway. The fatigue cracks were not detected during preflight or maintenance inspections because they were internal to the strut assembly.
NTSB CEN11LA418 (2011): A Piper PA-28R-201 made a wheels-up landing after the landing gear power pack motor failed. The pilot did not use the emergency landing gear extension system. The probable cause was the pilot's failure to use the emergency extension system, with contributing factors including the inoperative landing gear power pack motor. The aircraft was a total loss, but the pilot survived.
The common thread across all these accidents: landing gear failures in the Piper Arrow are often subtle and difficult to diagnose. A flickering indicator light, a slow extension, or a partial extension can all indicate serious mechanical problems. The emergency extension system is a critical backup — but only if the pilot knows it exists and uses it. Post-maintenance failures (like the improper bolt in WPR22LA040) are a significant risk factor. The fatigue cracks in ERA15LA289 were not visible during inspection — they were internal to the strut assembly.
The real accidents cited above occurred at other airports — NOT at Lakeland Linder International Airport. KLAL has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_INFLIGHT 23.7%, LOSS_OF_CONTROL_GROUND 19.4%, FORCED_LANDING 17.2%, HARD_LANDING 11.8%, RUNWAY_EXCURSION 8.6%), but these specific gear-failure events happened at Fort Lauderdale, Tampa, and other locations. The scenario is localized to KLAL to make the off-field environment and the runway geometry real for you as a student here.
The critical lesson: in the Piper Arrow, landing gear indication issues are not minor electrical glitches. A flickering light, a slow extension, or a dim indicator is a warning sign that demands investigation at altitude — not on final approach. The emergency extension system exists for a reason. Know how to use it before you need it.
Key lesson — Landing gear indication issues in the Piper Arrow demand immediate action and altitude. A flickering nose gear light, a slow extension, or a dim indicator is a mechanical warning, not an electrical glitch. If you are on final approach and the indication is questionable, go around and troubleshoot at altitude. The emergency extension system is your backup — know how to use it. Post-maintenance failures (improper bolts, rigging errors) are a real risk; a thorough preflight inspection of the gear doors, struts, and extension mechanism is non-negotiable.
Debrief — teaching points
Three green lights are necessary but not sufficient — visual confirmation is mandatory.
The three green lights (both mains + nose gear down and locked) are the primary indication, but they are not foolproof. Electrical glitches, burned-out bulbs, and mechanical failures can all occur while the lights are illuminated. A visual check from the side window — looking at the actual gear and confirming the wheels are extended and the struts are compressed — is the final confirmation. If the visual confirmation does not match the lights, trust the visual. If the lights are dim, flickering, or slow to illuminate, that is a warning sign of a mechanical or electrical problem that demands investigation at altitude.
A flickering or dim gear indicator light is a mechanical warning, not an electrical glitch.
In the Piper Arrow, a flickering nose gear light or a light that is slower to illuminate than the main gear lights is often the first sign of a mechanical problem — a strut misalignment, a rigging error, or a post-maintenance failure. Do not dismiss it as a momentary electrical glitch. If you are on final approach and the light flickers, go around. If you are at altitude and the light is dim or slow, troubleshoot: cycle the gear, check the circuit breaker, and consider declaring an emergency. The emergency extension system is your backup.
The emergency gear extension system is a critical backup — know how to use it before you need it.
The Piper Arrow has a manual emergency gear extension system — a hand crank in the cabin that allows you to extend the gear if the electric motor fails. This system is not optional; it is a required emergency procedure. Before you fly the Arrow, locate the emergency crank, understand how to engage it, and practice the procedure (or at least review it in the POH). If the electric motor fails and you do not use the emergency extension system, you will land wheels-up. The emergency extension takes 30–40 turns of the crank and requires time and altitude — another reason to go around if the gear indication is questionable.
Post-maintenance failures are a real risk — inspect the gear doors, struts, and rigging after any maintenance.
NTSB WPR22LA040 involved an improper bolt installed during maintenance that prevented the right main gear from extending. NTSB ERA15LA289 involved fatigue cracks in the nose gear strut mount assembly that were not detected during inspection. After any maintenance work on the landing gear system — a 100-hour inspection, a rigging check, a gear door replacement — a thorough preflight inspection is non-negotiable. Look at the gear doors for proper alignment and rigging. Look at the struts for cracks, corrosion, or damage. Cycle the gear and confirm smooth, symmetric extension and retraction. If something looks or feels off, do not fly — have the maintenance team re-inspect.
Partial gear extension (one main down, one up, or nose gear unsafe) causes severe directional control loss during landing rollout.
If one main gear extends and the other does not, or if the nose gear is unsafe, the airplane will be severely asymmetric during landing. The extended gear will touch down first and the airplane will yaw sharply toward the retracted side. Directional control will be lost and the airplane will exit the runway. NTSB ERA15LA289 involved a nose gear strut misalignment that caused shimmying and directional control loss during rollout. If you suspect partial gear extension, do not land — go around, troubleshoot at altitude, and use the emergency extension system if needed.
Vle (max gear extended) is 129 KIAS — do not exceed this speed with the gear down.
The Piper Arrow's maximum gear-extended speed is 129 KIAS. Exceeding this speed with the gear down risks gear collapse or structural failure. On approach, maintain 90 KIAS (Vy) or less until you are on final and committed to landing. If you need to slow down below Vle, reduce power and extend flaps gradually (Vfe is 103 KIAS for full flaps). Never exceed Vle with the gear down.
Best glide in the Arrow is 79 KIAS — if the gear cannot be extended, a wheels-up landing at this speed is survivable.
If the landing gear cannot be extended and you must land wheels-up, the best glide speed is 79 KIAS. This is the speed that maximizes glide distance and minimizes impact energy. Flare gently, touch down on the fuselage as smoothly as possible, and let the airplane slow to a stop. A wheels-up landing at 79 KIAS is survivable. A wheels-up landing at 100+ KIAS is not. Know this speed and be prepared to use it if the gear fails.
Built from the real accident record
Scenario built from NTSB CEN23LA417 (2023 PA-28RT partial gear retraction during rollout), WPR22LA040 (2021 PA-28R right main gear extension failure), ERA15LA289 (2015 PA-28R-180 nose gear strut fatigue / directional control loss), and CEN11LA418 (2011 PA-28R-201 wheels-up landing after power pack failure). Anonymized and localized to KLAL.
NTSB reports: CEN23LA417 · WPR22LA040 · ERA15LA289 · CEN11LA418
ACS tasks: PA.IX.C — Emergency Approach and Landing · PA.II.C — Preflight Inspection · PA.II.D — Cockpit Management and Automation · PA.I.H — Human Factors · PA.V.A — Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.185
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
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