Narrative:

I was the first officer. The captain and I arrived at the aircraft approximately 40 minutes prior to departure. I was notified by the ops agent that our flight was on a hold due to a security event at our destination; and she would advise us when she knew more. I went down to the aircraft and began getting it ready for our flight. I conducted the walk around as I usually do; inspecting the aircraft and noting anything that I see that may be out of the ordinary. On my walk around; I noticed the nose wheel assembly was brand new. I looked at it for a longer than normal time because of how clean it was. After my walk around I went into the cockpit and advised the captain that it appeared the nose wheel assembly was brand new. He said he noticed it in the logbook also. Nothing more about it was said. Approximately three hours later our hold was lifted. We boarded; taxied out normally; and departed. The captain was the pilot flying. He called for landing gear up and I selected the landing gear handle up. I normally watch the lights on the gear indicator panel go out when I do this. In the left turn out (assigned by tower); I noticed the nose gear light did not extinguish. I told the captain that it was on; he said 'ok' and climbed out normally. We talked to departure and continued to climb normally. The captain called for the QRH for the gear light and I promptly retrieved and began running the checklist. We determined that continuing to our destination was not an option with the nose gear down and began talking about our options. He had me get landing numbers to see if we could get back in which we could. He then had me message dispatch informing them of our issue. We leveled off at 23;000 feet. During that time; I was off the radio (messaging dispatch and calling station ops) [and] the captain informed ATC that we were having a landing gear issue and that we might be returning. They said whatever we needed; let them know. The captain advised the passengers of the issue; and assured them it was not an emergency and a normal landing back would be made. Once level and slowed to about 220 knots; the captain asked that I lower the landing gear. This was to make sure that we would in fact get three green gear indications and that a further problem hadn't come up. We did get three green indications. I was then asked to raise the landing gear which I did. The red nose wheel light illuminated once again. We inputted the landing data; got the ATIS; set up the flight deck for an approach; and the captain briefed it all. We then accomplished the descent checklist and turned back toward the airport. The subsequent 100 miles or so were uneventful. We landed normally. No emergency was declared; and equipment was not requested. Once we arrived at the gate; we were met by maintenance personnel. I was asked to complete my post flight duties and then to call scheduling to advise them of our return and to get them working on what was going to happen with us as we were nearing our duty day limits. I completed my post flight tasks; and the captain went downstairs to talk to maintenance and look at the nose wheel. He returned fairly quickly; and told me that somehow; a bolt was inserted into the landing gear pin hole; and it was sitting flush with the assembly and was incredibly hard to see. We noted many times how we had all three landing gear pins in the cockpit with us; during the preflight; during the before start originating checklist; level at 23;000 feet; when discussing the issue; and once he arrived back into the cockpit. We packed up our stuff as maintenance said they were taking the aircraft. On our way out; I noticed a mechanic had the bolt in his hand. I asked to see it. I asked; 'what kind of bolt is this?' he stated; 'I have no idea. It is not a bolt for the 737. Apparently the guys were having a sensor issue while replacing the nose wheel assembly and did not want to come to the cockpit to get the pins; so they put thisin there instead. I was floored. A non-standard; non-boeing; non 737 bolt was installed in the pin hole. He stated; 'this is on us; I'm so sorry. It clearly will not happen again. Now I have to find out where this came from.' he left up the jetway with the captain and I followed shortly behind.I've been at company for about 14 months; and in training (which is still very fresh); I'm trained to look for gear pins in the nose wheel area. These pins protrude out a good distance from the assembly; are textured; have glow in the dark rings; and have a massive red flag attached to them. When I look in the general area; that's what I'm looking for. I admittedly did not see this bolt. It was completely hidden from view because of its small size; lack of texturing; and lack of a flag. Maintenance needs to adhere to company policy when inserting gear pins. The pins from the flight deck need to be used. A logbook entry should be made showing the insertion of the pins; and a corrective action should be made when pins are removed. Non-standard; non-boeing; non 737 bolts should not be used by maintenance when doing landing gear work.

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Original NASA ASRS Text

Title: B-737 flight crew and maintenance technicians reported that the aircraft nose gear would not retract after takeoff. Later a shipping bolt was discovered in the landing gear safety pin hole on the down-lock mechanism of the recently replaced nose gear assembly.

Narrative: I was the First Officer. The Captain and I arrived at the aircraft approximately 40 minutes prior to departure. I was notified by the Ops Agent that our flight was on a hold due to a security event at our destination; and she would advise us when she knew more. I went down to the aircraft and began getting it ready for our flight. I conducted the walk around as I usually do; inspecting the aircraft and noting anything that I see that may be out of the ordinary. On my walk around; I noticed the nose wheel assembly was brand new. I looked at it for a longer than normal time because of how clean it was. After my walk around I went into the cockpit and advised the Captain that it appeared the nose wheel assembly was brand new. He said he noticed it in the logbook also. Nothing more about it was said. Approximately three hours later our hold was lifted. We boarded; taxied out normally; and departed. The Captain was the Pilot Flying. He called for landing gear up and I selected the landing gear handle up. I normally watch the lights on the gear indicator panel go out when I do this. In the left turn out (assigned by Tower); I noticed the NOSE GEAR light did not extinguish. I told the Captain that it was on; he said 'OK' and climbed out normally. We talked to Departure and continued to climb normally. The Captain called for the QRH for the gear light and I promptly retrieved and began running the checklist. We determined that continuing to our destination was not an option with the nose gear down and began talking about our options. He had me get landing numbers to see if we could get back in which we could. He then had me message Dispatch informing them of our issue. We leveled off at 23;000 feet. During that time; I was off the radio (messaging Dispatch and calling Station Ops) [and] the Captain informed ATC that we were having a landing gear issue and that we might be returning. They said whatever we needed; let them know. The Captain advised the passengers of the issue; and assured them it was not an emergency and a normal landing back would be made. Once level and slowed to about 220 knots; the Captain asked that I lower the landing gear. This was to make sure that we would in fact get three green gear indications and that a further problem hadn't come up. We did get three green indications. I was then asked to raise the landing gear which I did. The red NOSE WHEEL light illuminated once again. We inputted the landing data; got the ATIS; set up the flight deck for an approach; and the Captain briefed it all. We then accomplished the Descent Checklist and turned back toward the airport. The subsequent 100 miles or so were uneventful. We landed normally. No emergency was declared; and equipment was not requested. Once we arrived at the gate; we were met by Maintenance Personnel. I was asked to complete my post flight duties and then to call Scheduling to advise them of our return and to get them working on what was going to happen with us as we were nearing our duty day limits. I completed my post flight tasks; and the Captain went downstairs to talk to Maintenance and look at the nose wheel. He returned fairly quickly; and told me that somehow; a BOLT was inserted into the landing gear pin hole; and it was sitting flush with the assembly and was incredibly hard to see. We noted MANY times how we had all three landing gear pins in the cockpit with us; during the preflight; during the Before Start Originating Checklist; level at 23;000 feet; when discussing the issue; and once he arrived back into the cockpit. We packed up our stuff as Maintenance said they were taking the aircraft. On our way out; I noticed a Mechanic had the bolt in his hand. I asked to see it. I asked; 'What kind of bolt is this?' He stated; 'I have no idea. It is not a bolt for the 737. Apparently the guys were having a sensor issue while replacing the nose wheel assembly and did not want to come to the cockpit to get the pins; so they put thisin there instead. I was FLOORED. A non-standard; non-Boeing; non 737 bolt was installed in the pin hole. He stated; 'This is on us; I'm so sorry. It clearly will not happen again. Now I have to find out where this came from.' He left up the jetway with the Captain and I followed shortly behind.I've been at Company for about 14 months; and in training (which is still very fresh); I'm trained to look for gear pins in the nose wheel area. These pins protrude out a good distance from the assembly; are textured; have glow in the dark rings; and have a massive red flag attached to them. When I look in the general area; THAT'S what I'm looking for. I admittedly did not see this bolt. It was completely hidden from view because of its small size; lack of texturing; and lack of a flag. Maintenance needs to adhere to company policy when inserting gear pins. The pins from the flight deck need to be used. A logbook entry should be made showing the insertion of the pins; and a corrective action should be made when pins are removed. Non-standard; non-Boeing; non 737 bolts should not be used by Maintenance when doing landing gear work.

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.