Narrative:

Just after liftoff; the captain called 'positive rate;' and I called 'gear up.' as the gear began to retract; we observed a master caution and a crew alerting system (cas) message; 'landing gear not up.' I continued to fly the departure procedure. The captain notified tower of our problem; and the tower asked us if we wished to declare an emergency. The captain elected to declare an emergency and requested right traffic. The captain accomplished the abnormal procedure; which called for a normal extension of the gear. Although the gear indicated down and locked; the captain suggested that I request a 'fly by' over the runway so that the tower could confirm that the gear appeared to be down and locked. I continued the right traffic pattern and performed a pass over runway at approximately 400 ft. The tower confirmed that the gear appeared to be down and locked; and cleared us for left traffic with a visual approach. We landed without incident. Upon our arrival; maintenance placed the aircraft on jacks and duplicated the problem. They subsequently determined that a 'clevis' bolt in the main gear uplock mechanism was too stiff. They adjusted the bolt; which resolved the problem; and the aircraft was returned to service. I am not aware of any traffic conflicts.callback conversation with reporter revealed the following information: the reporter stated that as soon as the airplane was back on the ground; it went into the hangar and was jacked. Maintenance was able to duplicate the failure to retract and lock. The problem was; one of the main gear uplock mechanisms had a clevis bolt over torqued. Both left and right uplock clevis bolts were retorqued to specifications and the gear retracted and extended normally. The airplane was fresh out of scheduled maintenance.

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Original NASA ASRS Text

Title: A FALCON 900EX ON TKOF CLB DECLARED AN EMER AND RETURNED TO THE DEP ARPT DUE TO INABILITY TO RETRACT THE LNDG GEAR. PROB ATTRIBUTED TO OVER-TORQUING OF CLEVIS BOLTS.

Narrative: JUST AFTER LIFTOFF; THE CAPT CALLED 'POSITIVE RATE;' AND I CALLED 'GEAR UP.' AS THE GEAR BEGAN TO RETRACT; WE OBSERVED A MASTER CAUTION AND A CREW ALERTING SYSTEM (CAS) MESSAGE; 'LNDG GEAR NOT UP.' I CONTINUED TO FLY THE DEP PROC. THE CAPT NOTIFIED TWR OF OUR PROB; AND THE TWR ASKED US IF WE WISHED TO DECLARE AN EMER. THE CAPT ELECTED TO DECLARE AN EMER AND REQUESTED RIGHT TFC. THE CAPT ACCOMPLISHED THE ABNORMAL PROC; WHICH CALLED FOR A NORMAL EXTENSION OF THE GEAR. ALTHOUGH THE GEAR INDICATED DOWN AND LOCKED; THE CAPT SUGGESTED THAT I REQUEST A 'FLY BY' OVER THE RWY SO THAT THE TWR COULD CONFIRM THAT THE GEAR APPEARED TO BE DOWN AND LOCKED. I CONTINUED THE R TFC PATTERN AND PERFORMED A PASS OVER RWY AT APPROX 400 FT. THE TWR CONFIRMED THAT THE GEAR APPEARED TO BE DOWN AND LOCKED; AND CLRED US FOR LEFT TFC WITH A VISUAL APCH. WE LANDED WITHOUT INCIDENT. UPON OUR ARR; MAINT PLACED THE ACFT ON JACKS AND DUPLICATED THE PROB. THEY SUBSEQUENTLY DETERMINED THAT A 'CLEVIS' BOLT IN THE MAIN GEAR UPLOCK MECHANISM WAS TOO STIFF. THEY ADJUSTED THE BOLT; WHICH RESOLVED THE PROB; AND THE ACFT WAS RETURNED TO SVC. I AM NOT AWARE OF ANY TFC CONFLICTS.CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THAT AS SOON AS THE AIRPLANE WAS BACK ON THE GND; IT WENT INTO THE HANGAR AND WAS JACKED. MAINT WAS ABLE TO DUPLICATE THE FAILURE TO RETRACT AND LOCK. THE PROBLEM WAS; ONE OF THE MAIN GEAR UPLOCK MECHANISMS HAD A CLEVIS BOLT OVER TORQUED. BOTH LEFT AND RIGHT UPLOCK CLEVIS BOLTS WERE RETORQUED TO SPECIFICATIONS AND THE GEAR RETRACTED AND EXTENDED NORMALLY. THE AIRPLANE WAS FRESH OUT OF SCHEDULED MAINT.

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.