Narrative:

After a runway 29R uneventful takeoff and a right hand climbing turnout (248 degree heading; direct ZZZ1; climb to 17000 ft) we got a nose gear 'unsafe' light with the landing gear handle in the 'up' position. Captain called for the non-normal checklist and directed the first officer flying to keep the speed no greater than 250 KTS to prevent possible overspd. We leveled the aircraft at 10000 ft MSL to do the gear checklist and got a cabin altitude warning light. First officer recycled the outflow valve lever and the cabin altitude light went out. We slowed below 230 KTS to do the gear checklist; and got two (both left and right) engine oil temperature overheat lights (caution). Captain declared an emergency and directed the first officer to return to land. Good work and help by ATC; dispatcher; and crew made for a quick and safe return to the departure field. The landing gear checklist was completed and the gear indicated down and locked. The two oil temperature lights extinguished in approximately 60 seconds after coming on. After completing all checklists and coordination; first officer flew an ILS to runway 11L at ZZZ to a perfect; smooth overweight landing (142000 pounds). We exited the runway and had the fire chief inspect the aircraft exterior. He found nothing wrong; and we terminated the emergency and taxied to the gate and shut down. Aircraft problems were documented and turned over to maintenance for inspection/repair. Passenger were accommodated on other flts. Event terminated uneventfully.supplemental information from acn 702127: we had an uneventful flaps 5 degrees opposite direction takeoff. We were turning and climbing on a radar vector from departure control after accomplishing the after takeoff check; when the captain noticed the nose gear (red) unsafe light on. We leveled at about 10000 ft MSL when the cabin altitude warning light came on and immediately reset the automatic controller lever to on and that problem went away. Soon thereafter; both engine oil temperature warning lights came on and the captain declared an emergency and directed me to coordinate a return to airport. Additionally; the automatic spoilers fail light on the overhead annunciator panel came on when we were about 5 miles out and the captain stated he would manually deploy them on landing; which he did.callback conversation with reporter 702127 revealed the following information: the reporter stated that the airport OAT at departure time was approximately 103 degrees and in order to expedite takeoff; they elected a runway 29 departure with a slight tailwind. This resulted in oil temperatures somewhat higher than normal on takeoff. Following the nose landing gear retraction malfunction; engine power was reduced in order to comply with the aircraft's maximum gear extended speed. The reduced fuel flow then reduced the amount of cooling fuel available to the fuel/oil cooler thus allowing then engine oil temperatures to increase to 138 degrees and 142 degrees respectively. The reporter stated that he believed the pressurization problem resulted from an inadvertent pressurization lever movement from automatic to manual.

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Original NASA ASRS Text

Title: AN MD88 CREW RPTS DECLARING AN EMER AND RETURNING TO LAND AFTER A POST TKOF UNSAFE NOSE GEAR LIGHT AND HIGH OIL TEMPS ON BOTH ENGS.

Narrative: AFTER A RWY 29R UNEVENTFUL TKOF AND A RIGHT HAND CLBING TURNOUT (248 DEG HDG; DIRECT ZZZ1; CLB TO 17000 FT) WE GOT A NOSE GEAR 'UNSAFE' LIGHT WITH THE LNDG GEAR HANDLE IN THE 'UP' POSITION. CAPT CALLED FOR THE NON-NORMAL CHKLIST AND DIRECTED THE FO FLYING TO KEEP THE SPD NO GREATER THAN 250 KTS TO PREVENT POSSIBLE OVERSPD. WE LEVELED THE ACFT AT 10000 FT MSL TO DO THE GEAR CHKLIST AND GOT A CABIN ALT WARNING LIGHT. FO RECYCLED THE OUTFLOW VALVE LEVER AND THE CABIN ALT LIGHT WENT OUT. WE SLOWED BELOW 230 KTS TO DO THE GEAR CHKLIST; AND GOT TWO (BOTH L AND R) ENG OIL TEMP OVERHEAT LIGHTS (CAUTION). CAPT DECLARED AN EMER AND DIRECTED THE FO TO RETURN TO LAND. GOOD WORK AND HELP BY ATC; DISPATCHER; AND CREW MADE FOR A QUICK AND SAFE RETURN TO THE DEP FIELD. THE LNDG GEAR CHKLIST WAS COMPLETED AND THE GEAR INDICATED DOWN AND LOCKED. THE TWO OIL TEMP LIGHTS EXTINGUISHED IN APPROX 60 SECONDS AFTER COMING ON. AFTER COMPLETING ALL CHKLISTS AND COORDINATION; FO FLEW AN ILS TO RWY 11L AT ZZZ TO A PERFECT; SMOOTH OVERWT LNDG (142000 LBS). WE EXITED THE RWY AND HAD THE FIRE CHIEF INSPECT THE ACFT EXTERIOR. HE FOUND NOTHING WRONG; AND WE TERMINATED THE EMER AND TAXIED TO THE GATE AND SHUT DOWN. ACFT PROBS WERE DOCUMENTED AND TURNED OVER TO MAINT FOR INSPECTION/REPAIR. PAX WERE ACCOMMODATED ON OTHER FLTS. EVENT TERMINATED UNEVENTFULLY.SUPPLEMENTAL INFO FROM ACN 702127: WE HAD AN UNEVENTFUL FLAPS 5 DEGS OPPOSITE DIRECTION TKOF. WE WERE TURNING AND CLBING ON A RADAR VECTOR FROM DEP CTL AFTER ACCOMPLISHING THE AFTER TKOF CHK; WHEN THE CAPT NOTICED THE NOSE GEAR (RED) UNSAFE LIGHT ON. WE LEVELED AT ABOUT 10000 FT MSL WHEN THE CABIN ALT WARNING LIGHT CAME ON AND IMMEDIATELY RESET THE AUTO CTLR LEVER TO ON AND THAT PROB WENT AWAY. SOON THEREAFTER; BOTH ENG OIL TEMP WARNING LIGHTS CAME ON AND THE CAPT DECLARED AN EMER AND DIRECTED ME TO COORDINATE A RETURN TO ARPT. ADDITIONALLY; THE AUTO SPOILERS FAIL LIGHT ON THE OVERHEAD ANNUNCIATOR PANEL CAME ON WHEN WE WERE ABOUT 5 MILES OUT AND THE CAPT STATED HE WOULD MANUALLY DEPLOY THEM ON LNDG; WHICH HE DID.CALLBACK CONVERSATION WITH RPTR 702127 REVEALED THE FOLLOWING INFO: THE RPTR STATED THAT THE ARPT OAT AT DEP TIME WAS APPROX 103 DEGS AND IN ORDER TO EXPEDITE TKOF; THEY ELECTED A RWY 29 DEP WITH A SLIGHT TAILWIND. THIS RESULTED IN OIL TEMPS SOMEWHAT HIGHER THAN NORMAL ON TKOF. FOLLOWING THE NOSE LNDG GEAR RETRACTION MALFUNCTION; ENG POWER WAS REDUCED IN ORDER TO COMPLY WITH THE ACFT'S MAXIMUM GEAR EXTENDED SPD. THE REDUCED FUEL FLOW THEN REDUCED THE AMOUNT OF COOLING FUEL AVAILABLE TO THE FUEL/OIL COOLER THUS ALLOWING THEN ENG OIL TEMPS TO INCREASE TO 138 DEGS AND 142 DEGS RESPECTIVELY. THE RPTR STATED THAT HE BELIEVED THE PRESSURIZATION PROB RESULTED FROM AN INADVERTENT PRESSURIZATION LEVER MOVEMENT FROM AUTO TO MANUAL.

Data retrieved from NASA's ASRS site as of January 2009 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.