Narrative:

The aircraft had been sitting at the airport for approximately one month prior to us being assigned to it. Maintenance had been performed on the aircraft during the time that it was sitting there. Both crew members performed an extensive pre-flight inspection of the entire aircraft and found all levels to be normal and all aircraft conditions to be normal for safe flight. All flight operations and checklist were performed up to and including before take off checklist prior to line up for departure. Once centered on the runway I transferred the flight controls to the first officer as he was the assigned pilot flying for the leg. The first officer initiated the takeoff role and all systems were normal. Shortly after rotation I called 'positive rate' and the first officer replied with 'gear up; lights in; and yaw damp on'. It was at that time the abnormality started. I selected the gear handle up; retracted the landing lights; and engaged the yaw damper. Once done I noticed there was still a loud noise and looked at the gear handle to confirm gear retraction. There was a nose gear indication that the nose gear was still down and locked while the main gear was up and locked. The gear selector handle did not have a red light. I immediately notified tower that we had an unsafe gear indication and that we needed to get vectors so that we could trouble shoot the problem. After trying to cycle the landing gear with no success I used the flight phone to notify dispatch of needing to divert back to tpa and had them patch me through to the director of safety. The director of safety then told us to try and cycle the gear again and if a safe indication for landing was received that it would be best to return to tpa. After getting the gear down and locked it was noticed that we then had another indication that was abnormal for flight. The nitrogen pressure was 200-300 psi beyond the red arc. It was at this time the crew determined that is was time to head back to the airport for a low approach. We performed a low approach and asked the tower to give us a visual inspection on the landing gear with emphasis on the nose gear. They confirmed that the landing gear appeared to be down and locked with the nose gear aiming forward and not sideways. We briefed that a positive indication from tower would allow us to perform a normal landing. Tower instructed us to enter a left downwind and we were then cleared to land. The landing was uneventful and upon clearing the runway we shut down to perform a visual inspection before taxiing back to the ramp as to make sure to prevent any damage during taxi.

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Original NASA ASRS Text

Title: BE400 flight crew experiences a failure of the nose gear to retract after takeoff. After trouble shooting all gear are extended successfully and flight returns for landing. The aircraft had undergone maintenance and had been sitting for one month prior to this flight.

Narrative: The aircraft had been sitting at the airport for approximately one month prior to us being assigned to it. Maintenance had been performed on the aircraft during the time that it was sitting there. Both crew members performed an extensive pre-flight inspection of the entire aircraft and found all levels to be normal and all aircraft conditions to be normal for safe flight. All flight operations and checklist were performed up to and including Before Take Off checklist prior to line up for departure. Once centered on the runway I transferred the flight controls to the First Officer as he was the assigned pilot flying for the leg. The First Officer initiated the takeoff role and all systems were normal. Shortly after rotation I called 'Positive Rate' and the First Officer replied with 'Gear Up; Lights In; and Yaw Damp on'. It was at that time the abnormality started. I selected the gear handle up; retracted the landing lights; and engaged the Yaw Damper. Once done I noticed there was still a loud noise and looked at the gear handle to confirm gear retraction. There was a nose gear indication that the nose gear was still down and locked while the main gear was up and locked. The gear selector handle did not have a red light. I immediately notified Tower that we had an unsafe gear indication and that we needed to get vectors so that we could trouble shoot the problem. After trying to cycle the landing gear with no success I used the flight phone to notify Dispatch of needing to divert back to TPA and had them patch me through to the Director of Safety. The Director of Safety then told us to try and cycle the gear again and if a safe indication for landing was received that it would be best to return to TPA. After getting the gear down and locked it was noticed that we then had another indication that was abnormal for flight. The nitrogen pressure was 200-300 PSI beyond the red arc. It was at this time the crew determined that is was time to head back to the airport for a low approach. We performed a low approach and asked the Tower to give us a visual inspection on the landing gear with emphasis on the nose gear. They confirmed that the landing gear appeared to be down and locked with the nose gear aiming forward and not sideways. We briefed that a positive indication from tower would allow us to perform a normal landing. Tower instructed us to enter a left downwind and we were then cleared to land. The landing was uneventful and upon clearing the runway we shut down to perform a visual inspection before taxiing back to the ramp as to make sure to prevent any damage during taxi.

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.