Narrative:

After a normal takeoff and gear retraction; I (pilot monitoring) noticed an unusual banging noise coming from the nose gear area. It sounded like the nose gear was unable to lock in the up position. The gear indication lights were indicating normal 'up' (white) position for both main gears; but the nose gear was changing momentarily to 'in transit' (amber) every time the banging noise occurred. The noise and the indication was occurring rhythmically every 3-5 seconds; as if the gear could not get locked up. I requested [from] ATC to level off at lower altitude as the departure controller gave us an unlimited climb to 13000 feet. We leveled off at 6000 feet and 210 kts. I referred to the QRH while the first officer (pilot flying) was at controls and communicated with ATC (in compliance with the company SOP). There's no QRH procedure dealing with our problem; so I decided to turn around and ask for vectors to remain in the vicinity of [the airport] in case we had to make an air return. I communicated with dispatch initially by ACARS and later via commercial radio. I also talked to the company maintenance department to troubleshoot the situation. We agreed there was no specific QRH procedure and we together came into conclusion the air return was the best solution. We [advised ATC]; briefed the flight attendants and the passengers; and performed all the required check lists. The gear was indicating correctly down and locked when the gear lever was lowered. We landed and taxied normally without any further problem.

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Original NASA ASRS Text

Title: An EMB-175 took off and after landing gear retracted heard a banging sound as if the nose gear would not stay retracted. Coincident with the banging; the nose gear amber in transit alert illuminated momentarily. The flight returned to the departure airport.

Narrative: After a normal takeoff and gear retraction; I (Pilot monitoring) noticed an unusual banging noise coming from the nose gear area. It sounded like the nose gear was unable to lock in the up position. The gear indication lights were indicating normal 'UP' (white) position for both main gears; but the nose gear was changing momentarily to 'in transit' (amber) every time the banging noise occurred. The noise and the indication was occurring rhythmically every 3-5 seconds; as if the gear could not get locked up. I requested [from] ATC to level off at lower altitude as the departure controller gave us an unlimited climb to 13000 feet. We leveled off at 6000 feet and 210 kts. I referred to the QRH while the FO (pilot flying) was at controls and communicated with ATC (in compliance with the company SOP). There's no QRH procedure dealing with our problem; so I decided to turn around and ask for vectors to remain in the vicinity of [the airport] in case we had to make an air return. I communicated with dispatch initially by ACARS and later via Commercial Radio. I also talked to the company maintenance department to troubleshoot the situation. We agreed there was no specific QRH procedure and we together came into conclusion the air return was the best solution. We [advised ATC]; briefed the flight attendants and the passengers; and performed all the required check lists. The gear was indicating correctly down and locked when the gear lever was lowered. We landed and taxied normally without any further problem.

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.