Narrative:

I was the PF (pilot flying) for a flight departing ZZZ operating under part 135 ops. I was sic and captain was PIC. We departed on an IFR flight plan in VFR conditions. We departed xxr with a clear board; after positive rate I called for 'gear up' and watched captain grab the gear handle and as he pulled his hand slipped off. At that point tower switched us to departure; and captain attempted two more gear retractions. The knob on the gear handle was not coming out of the unlock detent. We momentarily receive a wow (weight on wheels) miscompare cas (crew alerting system.) it lasted perhaps two seconds and went away. No master warnings or cautions were received.I continued to fly the departure; captain and I discussed the gear not wanting to unlock and captain called departure for a return to ZZZ out of an abundance of caution. We were so close to the ZZZ that it seemed to be the correct decision. The controller asked us if we needed any assistance and we said no as there was no emergency. We were vectored back on final and landed without incident. We taxied to signature flight support ZZZ and deplaned the pax. Still no indications from cas or panel of any issues; all of the wow logic systems seemed to be functioning correctly. The aircraft was in a normal state. Total flight time 12 minutes.I called maintenance and we had a bad connection; so I called our chief pilot while captain was researching what may have caused the issue. Our chief pilot said that he would call our duty officer to call maintenance and see if he knew what might have caused the handle to not unlock. Our chief pilot called back and informed us that there was no maintenance at ZZZ and the closest maintenance facility was ZZZ1 approximately 20 minutes away; and to reposition to the service facility to see if they noticed any issues. I post-flighted the plane and went into the FBO while captain post-flighted the plane and filed a flight plan to ZZZ1 and ran performance on a gear down trip. In the flight plan captain filed 9k and 200 knots as to keep well under the gear limitations.during preflight and discussion there was no abnormal indications; lights; cas etc; and the airplane appeared to be in its normal state. We formulated our plan to repo to maintenance and decided to not attempt to retract the gear out of an abundance of caution. We had no reason to think that there would be an issue; at that time; we just thought that on the previous flight there was a momentary lack of engagement of the wow micro switch. The reposition flight was a short flight and according to the captain's gear down performance review we had plenty (7.5k pounds) of fuel onboard; I asked captain if there was any issue departing and flying with the gear down and he said 'no.' we had no caws; three greens; no warnings or cautions and no visual indications that the issue was not just a one off glitch. We departed ZZZ for ZZZ1 @10;000 ft @ 200 knots. The flight was without issue or incident. The airplane behaved as to be expected. We left it at [the service facility] and I called the duty officer to ask how to write up the squawk; and the captain post-flighted the plane. The duty officer instructed to write up the squawk as gear would not retract. At this point we have not heard that there was any problem found from [the service facility.]summary of issue:I think that the issue was a momentary wow logic glitch that immediately resolved itself on the next flight. We had no indication of any remaining issues; and the aircraft was visually inspected and correct. The concern is if we departed to maintenance and should have requested base to get a ferry permit. I asked the captain if we had an issue departing after returning to ZZZ and I received a non-hesitation 'no issue.' I was in agreement because the airplane in seemed correct. I think that we would benefit from instituting a mx; squawk and ferry permit training class at our 135 op.

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Original NASA ASRS Text

Title: Citation flight crew reported a malfunctioning weight-on-wheels switch after takeoff that prevented gear retraction and returned to the departure airport.

Narrative: I was the PF (Pilot Flying) for a flight departing ZZZ operating under Part 135 ops. I was SIC and Captain was PIC. We departed on an IFR flight plan in VFR conditions. We departed XXR with a clear board; after positive rate I called for 'Gear Up' and watched Captain grab the gear handle and as he pulled his hand slipped off. At that point tower switched us to departure; and Captain attempted two more gear retractions. The knob on the gear handle was not coming out of the unlock detent. We momentarily receive a WOW (Weight on Wheels) miscompare CAS (Crew Alerting System.) It lasted perhaps two seconds and went away. No master warnings or cautions were received.I continued to fly the departure; Captain and I discussed the gear not wanting to unlock and Captain called departure for a return to ZZZ out of an abundance of caution. We were so close to the ZZZ that it seemed to be the correct decision. The Controller asked us if we needed any assistance and we said no as there was no emergency. We were vectored back on final and landed without incident. We taxied to Signature flight support ZZZ and deplaned the pax. Still no indications from CAS or panel of any issues; all of the WOW LOGIC systems seemed to be functioning correctly. The aircraft was in a normal state. Total flight time 12 minutes.I called maintenance and we had a bad connection; so I called our Chief Pilot while Captain was researching what may have caused the issue. Our Chief pilot said that he would call our Duty Officer to call maintenance and see if he knew what might have caused the handle to not unlock. Our Chief Pilot called back and informed us that there was no maintenance at ZZZ and the closest maintenance facility was ZZZ1 approximately 20 minutes away; and to reposition to the service facility to see if they noticed any issues. I post-flighted the plane and went into the FBO while Captain post-flighted the plane and filed a flight plan to ZZZ1 and ran performance on a gear down trip. In the flight plan Captain filed 9k and 200 knots as to keep well under the gear limitations.During preflight and discussion there was no abnormal indications; lights; CAS etc; and the airplane appeared to be in its normal state. We formulated our plan to repo to maintenance and decided to not attempt to retract the gear out of an abundance of caution. We had no reason to think that there would be an issue; at that time; we just thought that on the previous flight there was a momentary lack of engagement of the WOW micro switch. The reposition flight was a short flight and according to the Captain's gear down performance review we had plenty (7.5k LBS) of fuel onboard; I asked Captain if there was any issue departing and flying with the gear down and he said 'no.' We had no caws; three greens; no warnings or cautions and no visual indications that the issue was not just a one off glitch. We departed ZZZ for ZZZ1 @10;000 FT @ 200 knots. The flight was without issue or incident. The airplane behaved as to be expected. We left it at [the service facility] and I called the Duty Officer to ask how to write up the squawk; and the Captain post-flighted the plane. The Duty Officer instructed to write up the squawk as gear would not retract. At this point we have not heard that there was any problem found from [the service facility.]Summary of issue:I think that the issue was a momentary wow logic glitch that immediately resolved itself on the next flight. We had no indication of any remaining issues; and the aircraft was visually inspected and correct. The concern is if we departed to maintenance and should have requested base to get a ferry permit. I asked the captain if we had an issue departing after returning to ZZZ and I received a non-hesitation 'no issue.' I was in agreement because the airplane in seemed correct. I think that we would benefit from instituting a MX; squawk and ferry permit training class at our 135 op.

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.