B737-800 flight crew reported being unable to retract the gear after takeoff. Flight crew cycled the manual extension door and were able to retract the gear; but decided a return to the departure airport was the safest option.
Synopsis
B737-800 flight crew reported being unable to retract the gear after takeoff. Flight crew cycled the manual extension door and were able to retract the gear; but decided a return to the departure airport was the safest option.
Narrative
On takeoff when the gear handle was selected to the up position; the landing gear did not retract and we received a gear disagree indication. We requested vectors from ATC while we troubleshooted the issue. The FO (First Officer) ensured the manual gear extension access door was closed; and neither of us recall the access door light being illuminated. We also both recalled feeling an abnormal vibration on takeoff from the nose wheel; although looking back it may have simply been from accelerating beyond a normal gear retraction speed and noticing something was different than usual. Nevertheless; out of caution we advised ATC to use my authority to plan a return to ZZZ airport. We decided that since we had both noticed what we considered abnormal vibration that we wanted to perform a low pass so that the Tower could visually see that our nose wheel was straight prior to making an attempt to land so that we knew what we were dealing with prior to attempting to land. The Tower informed us that all gear appeared to be down and the nose wheel appeared to be straight. As we climbed back out the FO recalled that the halon bottle behind his seat had fallen from its bracket and struck the manual gear extension access door. We both thought it could be possible that a contact with the switch could have been loose or intermittent so the FO again opened the door and forcibly slammed it closed multiple times. After doing this we were able to successfully retract the landing gear. Since the aircraft was stable; safely flying; and we were in no danger; we opted to enter a hold in an effort to burn fuel to get the aircraft below max landing weight as there was no reason to make an overweight landing and create an additional and unnecessary issue that could be avoided. Once we entered the hold; I called the Dispatcher to update them on our intentions and decision to return to ZZZ airport. We advised ZZZ approach that we no longer required ARFF (Airport Rescue and Firefighting) and made a normal landing in ZZZ below max landing weight and taxied to the gate without issue. Suggestions: Malfunctions like this sometimes happen and cannot necessarily be prevented. The problem was taken care of by using CRM; checklists; the QRH; and SOPs to ensure we got the aircraft safely on the ground; and in the future I will continue to utilize the tools available to me as we did in this situation.
Second reporter narrative
Just after takeoff when the captain; PF; (Pilot Flying) called for gear up; I moved the landing gear lever to the up position and noticed that the landing gear was not retracting. I advised the captain that our gear wasn't retracting and we made the decision to advise ATC that we needed delay vectors to run some checklists. We ran the QRH for a gear disagree and did not see the access door indicator light being illuminated and I verified the manual extension door was closed. After completing the QRH we attempted to cycle the gear once more with no results. After troubleshooting some more we both stated we felt a shuddering from the nose gear right after rotation which was different than the usual spin down of the tires. After previously running the QRH checklist and agreeing that we both felt the abnormal shuddering from the nose gear; we made the decision to request priority handling and requested a low approach in hopes that the Tower could visually inspect to see that our gear appeared to be down and that our front nose gear tires appeared to be straight and not turned to one side or another. While receiving delay vectors to prepare for the low approach we began running the QRH to prepare for an overweight landing. After our low approach to runway XX at ZZZ; the tower stated that it appeared our gear was down and locked and that the nose wheel appeared to be straight. As we began the climbout; I recalled the fire extinguisher located behind my seat (First Officer's Seat) had fallen from it's cradle around pushback; and that maybe it could have hit the door and possibly damaged the sensor or some type of switch on the manual gear extension door. I opened the door and slammed it shut with force a couple times and afterwards when we attempted to retract the gear; it retracted successfully and without issue. After discussing as a crew how we had fixed the issue with our gear; our aircraft was flying safely; and we were in no immediate danger; we made the decision to cancel the [priority handling] as we no longer needed the services. We no longer had enough fuel to make it to our destination and decided that rather than attempt an overweight landing and potentially risk damage to the aircraft; we would request a hold to burn off fuel to put us below our max landing weight. During the hold; the Captain gave me control of the aircraft and radios as he updated Dispatch; the flight attendants; and the passengers. During this time I updated ZZZ approach of our intentions to return to the field for a normal landing. Once we had burnt off enough fuel to put us under our max landing weight; we made an uneventful approach and landing and taxied to the gate as normal.This appears to be a random mechanical anomaly that occurred. It may have possibly been caused by the fire extinguisher falling from its holder or it could have been caused by dirt in the compartment; or just by freak chance. It's really hard to tell for sure. Either way; there is no doubt that the reason our gear wouldn't retract is due to the sensor on the access door not reading that it was closed.My best suggestion is finding a way to make this an emphasis item in training either online or maybe even a message just explaining how even though the door appears closed and the light is off; that if you ever experience a situation where the gear won't retract; to forcefully close the door in order to ensure the sensors are reading correctly.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.