A B722 CREW; UPON RAISING THE GEAR AFTER TKOF; HAD A GEAR UNSAFE INDICATION.

Narrative

ON APR/XA/01; ACFT B727 HAD 4 CONSECUTIVE WRITE-UPS ON THE L MAIN LNDG GEAR. THIS ACFT HAD AN UNSAFE LNDG GEAR INDICATION AFTER TKOF WHEN THE GEAR HANDLE WAS IN THE UP AND OFF POS INFLT. MY FLC WAS ASSIGNED THIS ACFT TO FLY FROM LAS-DFW. BEFORE ACCEPTING THIS FLT; I HAD CALLED MY CHIEF PLT CAPT AND EXPRESSED MY CONCERNS AND ASKED THE QUESTION 'WHY ARE WE FLYING THIS ACFT WITH PAX;' ALSO 'HOW DO WE REALLY KNOW THAT THIS ACFT IS FIXED AND SHOULD IT NOT BE TEST FLOWN FIRST SO WE KNOW THAT IT IS FIXED?' HE REPLIED THAT THE MECH IS SIGNING IT OFF AND IT IS GOOD TO GO. WITH THIS IN MIND; I DEPARTED LAS FOR DFW AND AFTER TKOF I HAD A RED GEAR LIGHT AND A GREEN GEAR LIGHT ON THE L MAIN LNDG GEAR WITH THE GEAR HANDLE IN THE UP AND OFF POS. AFTER LEAVING 10000 FT; WE ACARS'ED THE COMPANY AND STOPPED THE CLB AT 15000 FT AND HAD A PHONE TO THE COMPANY AND INDICATED TO THEM THAT WE DID NOT HAVE A CHKLIST FOR THIS INDICATION PROB. AT THAT TIME THE FE LEFT THE COCKPIT TO CHK THE MAIN GEAR VIEWING PORTS TO SEE IF THE L GEAR WAS UP AND LOCKED; WHILE THAT WAS GOING ON; I WAS TALKING TO MAINT CTL. THEY ASKED ME TO TURN ON THE LOWER RUDDER STAND-BY HYD PWR SWITCH TO SEE IF THAT WOULD PUT OUT THE LIGHTS -- IT DID. THEN THEY HAD US TURN THE LOWER RUDDER STANDBY HYD PWR SWITCH BACK TO THE NORMAL POS. AT THAT TIME; THE FE CAME BACK TO THE COCKPIT AND CONFIRMED THAT THE GEAR WAS UP AND LOCKED. AT THAT POINT WE CONTINUED THE FLT TO DFW. UPON LNDG IN DFW; WE EXTENDED THE LNDG GEAR EARLY AND VERIFIED IT WAS DOWN AND LOCKED; BY THE FE GOING INTO THE MAIN CABIN AND LOOKING THROUGH THE MAIN GEAR VIEWING PORTS. A NORMAL LNDG WAS MADE FROM THERE.