MD-11 Captain reported unsafe gear indication after gear retraction. After consultation with Maintenance Control; the Captain elected to continue to the destination airport for landing.

Narrative

On takeoff from ZZZ when gear was retracted primary gear indicator showed 4 red lights. Secondary synoptic also showed red all gear position. Speed kept back to 230 and departure continued on course and a climb to 10;000 ft. Airspeed 225. Completed non alert checklist; Gear Primary or Secondary lights Illuminated with Gear Handle up. Gear was cycled per the check list; no change in condition. All gear showed green on the extension cycle. No abnormal yawing or high power setting as if gear was still out when retracted. Dispatch and Maintenance Control contacted. Maintenance Control had no other input other than to ask if we had completed Quick Reference Handbook. Maintenance Controller finished his statement with 'return to ZZZ'. I told him I needed to talk to my Dispatcher before I would do that. Dispatcher got back on and advised to stand by; that he needed to talk to a couple of people in regards to continue/divert. My considerations for continuing were: The weather in ZZZ1 was as good if not better than ZZZ; we had plenty of fuel to continue to ZZZ1 even if there was increased drag. I had checked fuel flows and progress page while level and progress at 10;000 ft. still showed 38;000 pounds at ZZZ1. Additionally; we would be overflying ZZZ2 and ZZZ3 was less than 90 miles from ZZZ1 as options. By my estimations we had enough fuel to go to ZZZ1 and return to ZZZ if needed.Fuel and weight would need to be reduced if there was an extension problem so the extra flying would help that situation. I felt that it was as safe to continue as divert back to ZZZ. Aircraft was not in an unsafe condition just had an abnormal indication. Another Maintenance Controller mentioned that there were no jacks in ZZZ1. I believe their only consideration of aircraft placement was for their repair. Otherwise; talking to them contributed nothing to my information to proceed or return. On board we had a deadheading Captain and a Maintenance Inspector. They came forward when they heard the gear cycle a second time. They checked the circuit breaker panel multiple times and reviewed logbook to see if there was past history. None found. Captain was included in conversation and points of to continue or return. Inspector related that if a pin was installed in one gear then only that gear would not retract. Dispatch was advised of fuel on board; approximately 44;000 pounds. Weather was good in ZZZ1. Burn calculated for 20;000 pounds/250 KTS. 11;000 ft. in route from our position south of ZZZ4. Decision was made to continue to ZZZ1. Second Captain remained in the cockpit and observed from the Relief Pilot seat. Gear lowered early on approach; all indicators showed green; nose gear primary had green but 5-6 flashes of red were noted simultaneously and then stopped.Gear Unsafe indication with handle down checklist was consulted and it stated a green on secondary synoptic was the backup indication. All remained green for the remainder of approach. Landing was uneventful with all indications of green. Taxi in without incident. Crew scheduling immediately contacted us and wanted a Part 91 ferry to ZZZ. Several issues here: End of night duty period after a high workload flight and an abnormal configuration and the unknown mechanical status of aircraft. Maintenance indicated it would be a gear pinned down flight. There is no MEL for gear down operation crews do not train for this operation nor do we have AOM guidance. No performance to reference either. This situation had the bonus of an extra crew member and a Mechanic. Both had valuable input. Discussions included: if there was a ground sense issue; missed gear pin; or gear warning circuitry problem: then we would have probably got a gear horn with throttles to idle. Additionally; extra fuel on board gave a lot of options. I did not see a reason to make a hasty return to ZZZ with options available and a stable aircraft. More of an indication issue than a mechanical function issue. Maintenance Inspectorhad come forward and asked permission to view the logbook and check for prior history. Never would have thought of that. Nice job of making his skills available. This situation was very similar to multiple sim trainings where we are given a scenario of the gear not retracting and proceeding to destination with a reduced speed/increased burn. Event report for Mechanical submitted even though this did not fit the parameters for a required report.