Narrative:

I was the pilot flying. The conditions at the time were VFR; 10 sm visibility; and no ceiling. Winds were approximately 300 @ 28 gusting to 36 knots and we elected to use runway xx. All preflight; taxi; and takeoff checks were normal. The takeoff run and rotation were normal until gear retraction. After the gear handle was placed in the up position it was immediately apparent that there was a problem. There was a loud and persistent air noise and immediately both pilots noticed and remarked that the three green gear down and locked indicators were extinguished; but the gear unlocked indicator was still illuminated; indicating that the gear handle position and the actual landing gear position did not agree. That coupled with the air noise led us to believe that the gear was still down. We notified ATC immediately that we had a problem getting our landing gear to come up and that we were going to level out and attempt to diagnose the problem. We discussed it and decided that the best course of action would be to attempt one recycle of the gear and see if it was a transient issue. We put the gear handle down; got three green and no red on the gear indicators; and attempted to raise it once more. Again; we got the same indication as before; all three green extinguished and the red unlock light still illuminated. We then put the gear handle back down; got three green and locked and no red; and left it that way. At that point we determined that there was no immediate emergency and that our next course of action would be to return and land the airplane to have the cessna service center maintenance personnel look at it. On our way back in ATC notified us that preceding aircraft had seen a loss and gain of +-20 kts on a .5 mile final. We acknowledged and proceeded with caution and a brief discussion of what we would do in the event of a windshear event. Between 1 mile and .5 mile final we got an egpws red windshear warning aural and visual alert and proceeded to accomplish the windshear escape maneuver that we are trained for; which is an immediate go around at full power and without configuration change until a positive and sustained climb is established. We again notified ATC of the event and asked for left traffic to make another approach and landing attempt. It is worth noting that inbetween all of this several airliners were coming and going from runway xx; with only some of them reporting windshear. In other words; everyone knew it was windy and gusty but they also knew that it wasn't always present on final; but just to be cautious and ready for it. Our second approach and landing attempt was completed normally and without incident. We taxied into the cessna citation service center and remained over night while they diagnosed and fixed the problem. The issue turned out to be the nose wheel squat switch. Apparently it was not opening properly on takeoff to indicate to the system that the wheels were off the ground; therefore the nosewheel would not auto center and retract normally. After the issue was fixed and the aircraft was signed off as airworthy once more and ready to go; we departed without further incident. In this case I feel like; for the most part; we did everything right. Due to the compounded situation (gear issue and windshear) it might have been worth it to be over cautious and declare an emergency. However; at the time and overall looking back at it I can say that I do not believe that a true emergency really existed; since for the purposes of landing the aircraft we had a fully functioning aircraft that would land as it always does and no indication to the contrary.

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Original NASA ASRS Text

Title: CE750 Captain reports landing gear fails to retract after takeoff. During approach crew receives an EGPWS windshear warning and goes around. The subsequent approach is uneventful.

Narrative: I was the Pilot Flying. The conditions at the time were VFR; 10 sm visibility; and no ceiling. Winds were approximately 300 @ 28 gusting to 36 knots and we elected to use Runway XX. All preflight; taxi; and takeoff checks were normal. The takeoff run and rotation were normal until gear retraction. After the gear handle was placed in the up position it was immediately apparent that there was a problem. There was a loud and persistent air noise and immediately both pilots noticed and remarked that the three green gear down and locked indicators were extinguished; but the gear unlocked indicator was still illuminated; indicating that the gear handle position and the actual landing gear position did not agree. That coupled with the air noise led us to believe that the gear was still down. We notified ATC immediately that we had a problem getting our landing gear to come up and that we were going to level out and attempt to diagnose the problem. We discussed it and decided that the best course of action would be to attempt one recycle of the gear and see if it was a transient issue. We put the gear handle down; got three green and no red on the gear indicators; and attempted to raise it once more. Again; we got the same indication as before; all three green extinguished and the red unlock light still illuminated. We then put the gear handle back down; got three green and locked and no red; and left it that way. At that point we determined that there was no immediate emergency and that our next course of action would be to return and land the airplane to have the Cessna Service Center Maintenance personnel look at it. On our way back in ATC notified us that preceding aircraft had seen a loss and gain of +-20 kts on a .5 mile final. We acknowledged and proceeded with caution and a brief discussion of what we would do in the event of a windshear event. Between 1 mile and .5 mile final we got an EGPWS red Windshear Warning aural and visual alert and proceeded to accomplish the windshear escape maneuver that we are trained for; which is an immediate go around at full power and without configuration change until a positive and sustained climb is established. We again notified ATC of the event and asked for left traffic to make another approach and landing attempt. It is worth noting that inbetween all of this several airliners were coming and going from Runway XX; with only some of them reporting windshear. In other words; everyone knew it was windy and gusty but they also knew that it wasn't always present on final; but just to be cautious and ready for it. Our second approach and landing attempt was completed normally and without incident. We taxied into the Cessna Citation Service Center and remained over night while they diagnosed and fixed the problem. The issue turned out to be the nose wheel squat switch. Apparently it was not opening properly on takeoff to indicate to the system that the wheels were off the ground; therefore the nosewheel would not auto center and retract normally. After the issue was fixed and the aircraft was signed off as airworthy once more and ready to go; we departed without further incident. In this case I feel like; for the most part; we did everything right. Due to the compounded situation (gear issue and windshear) it might have been worth it to be over cautious and declare an emergency. However; at the time and overall looking back at it I can say that I do not believe that a true emergency really existed; since for the purposes of landing the aircraft we had a fully functioning aircraft that would land as it always does and no indication to the contrary.

Data retrieved from NASA's ASRS site as of April 2012 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.