Narrative:

We departed mco and selected the gear up position. The right main showed a red transit light. We recycled down and had 3 green lights in sequence. We tried to raise the gear and still had a red light on the right main. We completed normal and gear problem checklists. There is not checklist for 'gear fails to retract.' hydraulic pressure and emergency extend equipment were normal. During flight the indicator light switched from red to green and back again several times. There was no yaw, excessive drag, or abnormal airspeed indications. We concluded the gear was up and we had a squat and switch problem. On approach into mlb the gear extended properly and we had 3 green lights. A normal landing followed. In mlb we examined the gear and microswitches. Everything appeared normal. The captain suggested that there was no safety problem and that we should fly the aircraft back to base where maintenance was available. I agreed, but in retrospect if feel that we should have grounded the aircraft as unairworthy until the problem was indented and corrected. We knew that grounding the aircraft would strand us for the rest of the day and also cause flts to be canceled. Maintenance would have to be flown to mlb and the aircraft put on jacks. We decided the return to mco (base) and have it fixed there since safety of flight did not seem to be at stake. As a new first officer I was reluctant to insist on grounding the plane at our outstation. On the return flight, on climb out we had a red indicator on the right main. Tower called and said that our right main appeared down. We acknowledged, and after discussion decided to continue to mco where there would be equipment available. We cycled the gear and ran the normal and emergency checklists. By that time mco was the closest airport in point of time. Our total en route time from takeoff to touchdown was 22 mins. The right main tried to retract, cycled down, and continued to move up and down. We could feel it 'bumping.' we decided to extend the gear and all cycled normally and indicated 3 green for down and locked. En route we discussed that it appeared that all gear were down and that it was not an emergency situation. We briefed the possibility of a gear collapse on touchdown and our duties. When talking to tower we requested a visual verification of 3 gear down. Tower said all gear appeared down. We requested emergency equipment on standby, but did not declare emergency. Landing, taxi, and passenger deplaning were normal. Aircraft sent to maintenance. In retrospect, I feel that I should have been more assertive and confident in my position as first officer.

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Original NASA ASRS Text

Title: AFTER TKOF, AND GEAR RETRACTION, A COMMUTER AIRLINE FLC RECEIVED A RED 'TRANSIT' GEAR INDICATION. THEY CONTINUED THE FLT, BUT ON RETURN LEG, COULD NOT RAISE THE R MAIN GEAR AFTER TKOF. LNDG AT THE DEST WAS NORMAL.

Narrative: WE DEPARTED MCO AND SELECTED THE GEAR UP POS. THE R MAIN SHOWED A RED TRANSIT LIGHT. WE RECYCLED DOWN AND HAD 3 GREEN LIGHTS IN SEQUENCE. WE TRIED TO RAISE THE GEAR AND STILL HAD A RED LIGHT ON THE R MAIN. WE COMPLETED NORMAL AND GEAR PROB CHKLISTS. THERE IS NOT CHKLIST FOR 'GEAR FAILS TO RETRACT.' HYD PRESSURE AND EMER EXTEND EQUIP WERE NORMAL. DURING FLT THE INDICATOR LIGHT SWITCHED FROM RED TO GREEN AND BACK AGAIN SEVERAL TIMES. THERE WAS NO YAW, EXCESSIVE DRAG, OR ABNORMAL AIRSPD INDICATIONS. WE CONCLUDED THE GEAR WAS UP AND WE HAD A SQUAT AND SWITCH PROB. ON APCH INTO MLB THE GEAR EXTENDED PROPERLY AND WE HAD 3 GREEN LIGHTS. A NORMAL LNDG FOLLOWED. IN MLB WE EXAMINED THE GEAR AND MICROSWITCHES. EVERYTHING APPEARED NORMAL. THE CAPT SUGGESTED THAT THERE WAS NO SAFETY PROB AND THAT WE SHOULD FLY THE ACFT BACK TO BASE WHERE MAINT WAS AVAILABLE. I AGREED, BUT IN RETROSPECT IF FEEL THAT WE SHOULD HAVE GNDED THE ACFT AS UNAIRWORTHY UNTIL THE PROB WAS INDENTED AND CORRECTED. WE KNEW THAT GNDING THE ACFT WOULD STRAND US FOR THE REST OF THE DAY AND ALSO CAUSE FLTS TO BE CANCELED. MAINT WOULD HAVE TO BE FLOWN TO MLB AND THE ACFT PUT ON JACKS. WE DECIDED THE RETURN TO MCO (BASE) AND HAVE IT FIXED THERE SINCE SAFETY OF FLT DID NOT SEEM TO BE AT STAKE. AS A NEW FO I WAS RELUCTANT TO INSIST ON GNDING THE PLANE AT OUR OUTSTATION. ON THE RETURN FLT, ON CLBOUT WE HAD A RED INDICATOR ON THE R MAIN. TWR CALLED AND SAID THAT OUR R MAIN APPEARED DOWN. WE ACKNOWLEDGED, AND AFTER DISCUSSION DECIDED TO CONTINUE TO MCO WHERE THERE WOULD BE EQUIP AVAILABLE. WE CYCLED THE GEAR AND RAN THE NORMAL AND EMER CHKLISTS. BY THAT TIME MCO WAS THE CLOSEST ARPT IN POINT OF TIME. OUR TOTAL ENRTE TIME FROM TKOF TO TOUCHDOWN WAS 22 MINS. THE R MAIN TRIED TO RETRACT, CYCLED DOWN, AND CONTINUED TO MOVE UP AND DOWN. WE COULD FEEL IT 'BUMPING.' WE DECIDED TO EXTEND THE GEAR AND ALL CYCLED NORMALLY AND INDICATED 3 GREEN FOR DOWN AND LOCKED. ENRTE WE DISCUSSED THAT IT APPEARED THAT ALL GEAR WERE DOWN AND THAT IT WAS NOT AN EMER SIT. WE BRIEFED THE POSSIBILITY OF A GEAR COLLAPSE ON TOUCHDOWN AND OUR DUTIES. WHEN TALKING TO TWR WE REQUESTED A VISUAL VERIFICATION OF 3 GEAR DOWN. TWR SAID ALL GEAR APPEARED DOWN. WE REQUESTED EMER EQUIP ON STANDBY, BUT DID NOT DECLARE EMER. LNDG, TAXI, AND PAX DEPLANING WERE NORMAL. ACFT SENT TO MAINT. IN RETROSPECT, I FEEL THAT I SHOULD HAVE BEEN MORE ASSERTIVE AND CONFIDENT IN MY POS AS FO.

Data retrieved from NASA's ASRS site as of July 2007 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.