Narrative:

After departure we lost our map function on the nd and continued climbout using VOR to VOR as well as vectors for navigation. Upon level off we then encountered three red unsafe gear lights with the gear in the up position. The checklist leads one to slow to 230 KTS and cycle the gear if no damage is suspected. Since we were at FL310 I made a quick call to maintenance control. Though we suspected a likely indication problem due to no change in performance or other characteristics; maintenance control recommended we comply with QRH.I then consulted pqrh to determine what altitude would be best to slow to 230 KTS and we chose an altitude initially of 14;000 ft. With this in mind; we felt going down to this altitude and then troubleshooting with gear cycling would reduce our fuel level to a point where we could not continue to our destination so I contacted dispatch and agreed to a suitable diversionary airport so we could get fuel.upon reaching a suitable altitude to continue checklist we lowered the gear. It came down normally with three green lights. We chose not to cycle gear again for two reasons. First; we likely didn't have enough fuel at this point to continue and we were going to land soon anyway. Second; I did not want to turn an abnormality into an emergency situation.it should also be noted we were unable to ever restore our nav display; leading to further workload. It would be helpful if the QRH provided a quick reference chart on the gear unsafe light checklist to find appropriate altitudes and speeds to cycle the gear.

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Original NASA ASRS Text

Title: An air carrier flight crew diverted to a nearby airport when the gear unsafe lights illuminated and they lost the Captain's Nav Display shortly after takeoff.

Narrative: After departure we lost our map function on the ND and continued climbout using VOR to VOR as well as vectors for navigation. Upon level off we then encountered three red unsafe gear lights with the gear in the up position. The checklist leads one to slow to 230 KTS and cycle the gear if no damage is suspected. Since we were at FL310 I made a quick call to Maintenance Control. Though we suspected a likely indication problem due to no change in performance or other characteristics; Maintenance Control recommended we comply with QRH.I then consulted PQRH to determine what altitude would be best to slow to 230 KTS and we chose an altitude initially of 14;000 FT. With this in mind; we felt going down to this altitude and then troubleshooting with gear cycling would reduce our fuel level to a point where we could not continue to our destination so I contacted Dispatch and agreed to a suitable diversionary airport so we could get fuel.Upon reaching a suitable altitude to continue checklist we lowered the gear. It came down normally with three green lights. We chose not to cycle gear again for two reasons. First; we likely didn't have enough fuel at this point to continue and we were going to land soon anyway. Second; I did not want to turn an abnormality into an emergency situation.It should also be noted we were unable to ever restore our Nav Display; leading to further workload. It would be helpful if the QRH provided a quick reference chart on the gear unsafe light checklist to find appropriate altitudes and speeds to cycle the gear.

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.