Narrative:

After calling out fatigued the prior day due to long flight duty day we were scheduled to take aircraft out of a heavy check. After receiving the release and getting clearance from customs we preflight the aircraft for departure. On climb out we retracted the landing gear and noticed we had a right main gear door amber light still illuminated. The first officer was flying. I told him to maintain 140 knots or less. We consulted the checklist which calls for cycling the gear.after cycling the gear the amber light extinguished. Once passing through 12;000 feet the cabin pressure warning light illuminated. I contacted ATC relaying that we were descending to 8;000 feet to consult an issue. They relayed that we must request a new altitude before descent. After donning oxygen and consulting the checklist I noticed that the manual increase knob on the cabin pressure control panel was selected full clockwise position and not in full counterclockwise position or minimum (min).we regained pressurization and I relayed to ATC that we could continue to our filed altitude. We continued the flight. Once cleared through customs I contacted maintenance and we wrote up the event for the gear door. After getting refueled and deiced we departed. On climbout after gear retraction the right amber door remained illuminated. We once again proceeded with the checklist and cycled the gear. The right main gear door light extinguished and we continued our climb.after reaching our cruising altitude of 16;000 feet the right main gear door light reilluminated. We slowed the aircraft to 140 knots. Since it was a ferry flight and we were without passengers I had the first officer go back into the cabin to visually check the right main gear door. He observed that it was up and closed. I transferred the flight controls to the first officer and contacted maintenance on the sat phone. We concluded that as a precautionary action we would complete the flight at 140 knots. Upon arrival I made a write up of the event.

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Original NASA ASRS Text

Title: A Dash-8 First Officer reported experiencing a main gear door warning light on climbout. Additionally; a cabin pressurization warning light illuminated. The first event was a mechanical issue and the second was crew induced.

Narrative: After calling out fatigued the prior day due to long flight duty day we were scheduled to take aircraft out of a heavy check. After receiving the release and getting clearance from customs we preflight the aircraft for departure. On climb out we retracted the landing gear and noticed we had a right main gear door amber light still illuminated. The first officer was flying. I told him to maintain 140 knots or less. We consulted the checklist which calls for cycling the gear.After cycling the gear the amber light extinguished. Once passing through 12;000 feet the Cabin Pressure warning light illuminated. I contacted ATC relaying that we were descending to 8;000 feet to consult an issue. They relayed that we must request a new altitude before descent. After donning oxygen and consulting the checklist I noticed that the manual increase knob on the cabin pressure control panel was selected full clockwise position and not in full counterclockwise position or Minimum (MIN).We regained pressurization and I relayed to ATC that we could continue to our filed altitude. We continued the flight. Once cleared through customs I contacted maintenance and we wrote up the event for the gear door. After getting refueled and deiced we departed. On climbout after gear retraction the right amber door remained illuminated. We once again proceeded with the checklist and cycled the gear. The right main gear door light extinguished and we continued our climb.After reaching our cruising altitude of 16;000 feet the right main gear door light reilluminated. We slowed the aircraft to 140 knots. Since it was a ferry flight and we were without passengers I had the First officer go back into the cabin to visually check the right main gear door. He observed that it was up and closed. I transferred the flight controls to the first officer and contacted maintenance on the SAT phone. We concluded that as a precautionary action we would complete the flight at 140 knots. Upon arrival I made a write up of the event.

Data retrieved from NASA's ASRS site 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.