The club has apparently spent a few grand trying to isolate what to repair and it's been an intermittent issue.
This is the rub. You will probably run into this everywhere you go. I certainly haven't been able to get away from it yet. Notwithstanding if any of you work somewhere that has good maintenance and wants to give me an internal rec, I'm all ears
There are many excuses for not fixing something. Legally, I think you need to get this fixed because the warning system is part of the design and you can't just remove it. There are things which aren't required and could simply be removed, if so, placarding and securing might be appropriate. If someone challenges you on wanting it fixed, maybe ask and see if they are ok with simply removing the system in order to not get a false warning. The reaction should be telling.
I'm familiar with some Piper gear warning systems but not this one in specific. Ultimately, the system consists of some wires and microswitches, possible the pressure switch is involved? Intermittent problems stink, but that's not an excuse. Where are you going to draw the line, mr. PIC? I wish I had an easy answer but I don't. I do know that often mx shops have a pathetic lack of willpower to fix things.
Story time:
The mx shop sent back our only RG trainer. It was very difficult to start and something didn't seem right. One of the instructors took it out and said it felt like it was pulling a drag chute. I looked at it and sent it back to mx, it was clearly not producing full power. We sent it back, they sent it back, etc. Finally they told the most jr. instructor just to take it flying. Knowing that it was producing only a fraction of it's rated power, I sent out an urgent emailing stating that no one should take the airplane flying no matter what anyone said until it was fixed. But, but, the mechanics who walk on water said it's good. But, but, all commercial and CFI candidates depend on this one airplane and it's causing a nightmare for everyone. Too bad. I said it's not flying until its fixed. Mind you, I was a senior flight instructor, not the director, or anything of the sort, but I wasn't going to back down. Finally, the shop learned that the last work they had done (install the dual mag) was done improperly. The gear was not aligned and the timing was wrong, result in a huge power loss and the difficulty starting. They fixed it and sent it back. Personally, I don't think that mechanic should be allowed to continue to hold his certificate after pressuring a jr. CFI to take the airplane after he had induced a dangerous fault making it unsafe to fly. Unfortunately, that CFI is still PIC and the buck has to stop with the PIC. This can't be overstated. Don't let people push you around. In the end I was the director so I didn't have any say in whether we continued to do business with that shop.