Cessna Citation Sovereign (C680)
Maintenance Powerplant; Maintenance Airframe
Situational Awareness; Communication Breakdown
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Gear Up Landing
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Chart Or Publication; Procedure; Manuals; Human Factors
I was assisting; complying with a Mandatory Service Letter (SL); Cessna Information Letter (CIL); SL CIL 32-02-R1. We followed the instructions per the Service Letter which stated a [Landing] Gear swing was not required if the Nose Landing Gear (NLG) actuator was not removed to replace the pin associated with SL. We were notified after the aircraft departed that the [flight] crew was experiencing a problem with the NLG. The decision was made to divert the aircraft to the Manufacturer's Repair Station and perform a Nose Gear 'Up' landing. The aircraft landed without any injury to crew and minimal damage to aircraft. The aircraft was removed from the runway and we are awaiting word of problem. Gear doors and radome affected areas.
We were re-positioning the aircraft. It was the SIC's leg and he was flying from the left seat. During the initial climbout; the landing gear was called for and selected 'Up.' We noticed two Main Landing Gear 'Up' and locked indications; but a Nose Landing Gear (NLG) NG 'Down' and Red 'Unlock' just above it; indicating that the nose gear had not properly retracted. We requested a heading and altitude as we worked the problem. The RED MESSAGES Checklist was called for and [we] completed the 'IF LANDING GEAR WILL NOT RETRACT' procedure at which point it called for the Landing Gear Handle be selected 'Down.' As we did that; we noticed that the two left and right Main Landing Gears (MLG) came down and indicated a Green 'LOCK' position; but the Nose Gear did the opposite and went into a retracted position. The NG light extinguished; but the Red 'Unlock' indicator remained.  Somewhat confused; we requested with the Controller to vector us back into [our departure airport] for a visual verification from the Control Tower. Upon doing so; the Control Tower had advised and confirmed the unusual situation. We then requested further vectors and another block altitude to work out the issue(s). At this point we referred to the Emergency/Abnormal Checklist Procedures 'LANDING GEAR WILL NOT EXTEND.' Both; the Emergency Blow Down bottle and Nose Gear Unlocking pins [procedures] were completed as per the Checklist; but unsuccessful. Finally realizing the severity of the situation and condition; we declared an Emergency and requested further vectoring as to continue to burn off some fuel as to prepare for an Emergency Nose Gear 'Up' landing. At this point I exercised Captain's Emergency Authority and decided to switch seats as to take control of the flight conditions being presented to us. Both our Flight Operations and Maintenance; along with the Aircraft Manufacturer's Repair Station were informed. We continued to fly in extended vectors along the shore as to troubleshoot via radio communication with the attending Supervisor at the Repair Station. We burned off fuel for approximately two hours since time of occurrence. Computed our landing numbers and performance; even though we were VFR; we briefed and set up the LOC approach. Briefed all Standard and Non-standard Callouts and Configuration profiles throughout the approach and thoroughly briefed both the duties and responsibilities in preparation for the emergency evacuation. Emergency vehicles and Airport Authority were standing by. Aircraft touched down and aircraft maintained a controlled positive nose-up aerodynamic pitch until finally coming to rest just north of 'A' turnoff.  Shutdown and evacuation procedures were completed and we were given a 'thumbs up' from the Fire crew as to verify no smoke and/or fire. Main Cabin door was opened SIC was the first one out and I followed behind him.
CE680 flight crew report about their efforts to get a Nose Landing Gear (NLG) to retract and then to extend; prior to declaring an Emergency and landing in a nose gear 'up' condition. Two Aircraft Maintenance Technicians also report how incorrect maintenance drawings and lack of a required Landing Gear swing contributed to the incident after they had completed a Mandatory Service Bulletin for replacement of the NLG Aft Actuator Isolation pin.