Confusion reigned when a DHC8 flight crew was faced with three landing gear door caution lights after retracting the gear; an anomaly for which they had no procedure.
Synopsis
Confusion reigned when a DHC8 flight crew was faced with three landing gear door caution lights after retracting the gear; an anomaly for which they had no procedure.
Narrative
After takeoff the landing gear was retracted. The landing gear doors amber caution lights; all three; remained illuminated accompanied by a rattling sound on initial climb. We informed the tower we would be returning to the field for a gear problem and requested to stay in the traffic pattern. After entering the right downwind for Runway 18 we read the QRH. In the landing gear section of the QRH there is no procedure for all three (3) gear door caution lights remaining illuminated; which confused us. There are only procedures for one (1) main gear door or one (1) nose gear door cautions (amber); or gear warnings (red) illumination lights. The First Officer read gear down and I called for the gear handle down which illuminated the nose gear down green and both main gear red warning lights along with all gear door amber lights. After further review of the checklists and remaining in the traffic pattern I elected to have the First Officer move the gear handle to the up position and perform the alternate gear extension checklist procedure called for in the one (1) main gear door amber caution light procedure. The landing gear extended without any problem and the rattling sound subsided. Landed on Runway 18 and returned to the gate without further incident. After arriving at the jet bridge the gear pins were installed as soon as possible after engine shutdown; per the QRH. After inspecting the aircraft on post-flight with mechanics; no damage was evident. One reason why I called for the gear handle down prematurely was because cycling the gear in other DHC-8 models was a procedure and there was no procedure for three (3) amber gear door lights in the DHC-8-400. I realize now that calling maintenance while airborne would have been a better option. Stress was also a contributing factor after dealing with an emergency the day before in the same aircraft.
Second reporter narrative
While we were running the checklist the Captain called for gear down to configure for landing; in which without out hesitation I selected for him. Further reading of the checklist made both of us realize that the gear should be in the up position per the checklist. We then selected the gear to the up position. Stress from an emergency the day prior was probably a factor in us jumping the gun. We completed the QRH checklist for the alternate gear extension and landed safely with out further incident.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.