A gear door warning on departure handled by crew, coordinated with maintenance and dispatch drawas c...

Attributes
ACN	497622
Time
Date	200101
Day	Mon
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : cos.airport
State Reference	CO
Altitude	msl single value : 10000
Environment
Flight Conditions	IMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zdv.artcc tower : stl.tower
Operator	common carrier : air carrier
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	climbout : intermediate altitude climbout : vacating altitude landing : roll
Flight Plan	IFR
Person 1
Function	flight crew : captain oversight : pic
Qualification	pilot : cfi pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 60 flight time total : 10000 flight time type : 60
ASRS Report	497622
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : less severe other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : gear door warning other controllerb other flight crewa
Resolutory Action	flight crew : overcame equipment problem other
Consequence	faa : reviewed incident with flight crew other other
Supplementary
Problem Areas	Aircraft ATC Human Performance Flight Crew Human Performance Company
Primary Problem	Aircraft

Narrative:

Departed cos and shortly after retracting the gear, noticed a yellow gear door open light and a red right main gear light. Leveled at 10000 ft and asked for a heading while we completed the procedure and talked to maintenance and dispatch. Completed the QRH procedure by slowing and then cycling the gear. On retraction, there was no change in the lights. Discussed situation with maintenance and dispatch. Maintenance agreed there was nothing further to do. Airplane flew normally with the exception of slightly reduced climb rate. After some discussion, dispatch agreed that we could continue to stl by moving our alternate closer to belleville and rechk fuel at garden city and salina. If a fuel stop was necessary, we could land at mci. Both checks indicated that the fuel burn was only slightly higher than normal. Planned to arrive over bum with a minimum of approximately 10000 pounds. Arrived bum within excess of 13000 pounds. WX at stl and blv ok was. Briefed flight attendants and passenger and did not declare an emergency. However, we did ask for the emergency equipment as a precaution in stl. When on stl approach frequency, we asked them to advise the tower that while we anticipated a normal landing, if the gear door remained open, we may need to stop north the runway (according to procedure) to have maintenance raise the door. Requested an ILS to runway 30L. Extended the gear at 3500 ft and had all normal indications. Advised the tower that the landing and turnoff would be normal. After a normal landing, we changed to ground control. The controller requested we call the tower after landing, which we did. After some clarification of what we had requested, the supervisor suggested that in the future it would be better to declare an emergency to facilitate traffic flow and emergency equipment. Also, he had not heard the first officer tell the controller (on final) that the landing and turnoff would be normal.

Original NASA ASRS Text

Title: A GEAR DOOR WARNING ON DEP HANDLED BY CREW, COORDINATED WITH MAINT AND DISPATCH DRAWAS COMPLAINT FROM ATC ON ARR BECAUSE AN EMER WAS NOT DECLARED.

Narrative: DEPARTED COS AND SHORTLY AFTER RETRACTING THE GEAR, NOTICED A YELLOW GEAR DOOR OPEN LIGHT AND A RED R MAIN GEAR LIGHT. LEVELED AT 10000 FT AND ASKED FOR A HDG WHILE WE COMPLETED THE PROC AND TALKED TO MAINT AND DISPATCH. COMPLETED THE QRH PROC BY SLOWING AND THEN CYCLING THE GEAR. ON RETRACTION, THERE WAS NO CHANGE IN THE LIGHTS. DISCUSSED SIT WITH MAINT AND DISPATCH. MAINT AGREED THERE WAS NOTHING FURTHER TO DO. AIRPLANE FLEW NORMALLY WITH THE EXCEPTION OF SLIGHTLY REDUCED CLB RATE. AFTER SOME DISCUSSION, DISPATCH AGREED THAT WE COULD CONTINUE TO STL BY MOVING OUR ALTERNATE CLOSER TO BELLEVILLE AND RECHK FUEL AT GARDEN CITY AND SALINA. IF A FUEL STOP WAS NECESSARY, WE COULD LAND AT MCI. BOTH CHKS INDICATED THAT THE FUEL BURN WAS ONLY SLIGHTLY HIGHER THAN NORMAL. PLANNED TO ARRIVE OVER BUM WITH A MINIMUM OF APPROX 10000 LBS. ARRIVED BUM WITHIN EXCESS OF 13000 LBS. WX AT STL AND BLV OK WAS. BRIEFED FLT ATTENDANTS AND PAX AND DID NOT DECLARE AN EMER. HOWEVER, WE DID ASK FOR THE EMER EQUIP AS A PRECAUTION IN STL. WHEN ON STL APCH FREQ, WE ASKED THEM TO ADVISE THE TWR THAT WHILE WE ANTICIPATED A NORMAL LNDG, IF THE GEAR DOOR REMAINED OPEN, WE MAY NEED TO STOP N THE RWY (ACCORDING TO PROC) TO HAVE MAINT RAISE THE DOOR. REQUESTED AN ILS TO RWY 30L. EXTENDED THE GEAR AT 3500 FT AND HAD ALL NORMAL INDICATIONS. ADVISED THE TWR THAT THE LNDG AND TURNOFF WOULD BE NORMAL. AFTER A NORMAL LNDG, WE CHANGED TO GND CTL. THE CTLR REQUESTED WE CALL THE TWR AFTER LNDG, WHICH WE DID. AFTER SOME CLARIFICATION OF WHAT WE HAD REQUESTED, THE SUPVR SUGGESTED THAT IN THE FUTURE IT WOULD BE BETTER TO DECLARE AN EMER TO FACILITATE TFC FLOW AND EMER EQUIP. ALSO, HE HAD NOT HEARD THE FO TELL THE CTLR (ON FINAL) THAT THE LNDG AND TURNOFF WOULD BE NORMAL.

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.

A gear door warning on departure handled by crew, coordinated with maintenance and dispatch drawas complaint from ATC on arrival because an emergency was not declared.