Narrative:

After takeoff; with the first officer flying; the gear was raised. When gear handle was lowered to off position the nose gear came back down to the down and locked position. The main gear remained up. QRH was referenced and the gear handle was raised. Nose gear retracted and remained up and locked. The gear handle was left in the up position per procedure and the flight was continued to destination. All indications at this time were normal. As the flight progressed the system a hydraulic fluid slowly began to decrease below what would normally be expected at altitude. As we neared destination and began our descent center informed us that we could expect holding. I said we could not accept any delays. Our hydraulic quantity was now at 62%. Center asked us what our divert was and gave us steering for a nearby airport. I declared an emergency and was given immediate clearance direct to a larger class B. Our system a quantity was now at 51%. We were cleared for the RNAV approach. All checklist were completed and the gear came down and locked normally. First officer flew a flawless approach. Touchdown and roll out were normal. Arff checked the aircraft after we cleared the runway and followed us to the gate. Taxi and shut down were normal. Maintenance met us at the gate and told us that there was hydraulic fluid in the wheel well. I think that declaring an emergency in this situation was the correct decision. The only thing in hind sight I might do differently is to have the gear pinned after clearing the runway. I also saw that center will do the right thing when you declare and emergency and can not accept a delay. Don't hesitate to use your authority as captain.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737 Captain reports the nose gear failed to remain retracted when the gear handle is placed to the up position after takeoff. The gear handle is placed in the up position for the remainder of the flight; but results in a slow loss of hydraulic fluid. An emergency is declared at destination to avoid holding or diverting.

Narrative: After takeoff; with the First Officer flying; the gear was raised. When gear handle was lowered to off position the nose gear came back down to the down and locked position. The main gear remained up. QRH was referenced and the gear handle was raised. Nose gear retracted and remained up and locked. The gear handle was left in the up position per procedure and the flight was continued to destination. All indications at this time were normal. As the flight progressed the System A hydraulic fluid slowly began to decrease below what would normally be expected at altitude. As we neared destination and began our descent Center informed us that we could expect holding. I said we could not accept any delays. Our hydraulic quantity was now at 62%. Center asked us what our divert was and gave us steering for a nearby airport. I declared an emergency and was given immediate clearance direct to a larger Class B. Our System A quantity was now at 51%. We were cleared for the RNAV approach. All checklist were completed and the gear came down and locked normally. First Officer flew a flawless approach. Touchdown and roll out were normal. ARFF checked the aircraft after we cleared the runway and followed us to the gate. Taxi and shut down were normal. Maintenance met us at the gate and told us that there was hydraulic fluid in the wheel well. I think that declaring an emergency in this situation was the correct decision. The only thing in hind sight I might do differently is to have the gear pinned after clearing the runway. I also saw that Center will do the right thing when you declare and emergency and can not accept a delay. Don't hesitate to use your authority as Captain.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.