Narrative:

Upon takeoff after gear up was commanded we got two master cautions; ldg inoperative; and weight on wheels. We also had a master warning for fuselage door. We verified the indication on the ed and saw red indications on L2 and R2 doors. We checked cabin pressure and asked flight attendants (flight attendant) to visually inspect the doors. The flight attendant's said the doors looked normal. Next I began the QRH for weight on wheels which required no crew action and a note that the gear may not retract. Ldg inoperative procedure was going to lead us to alternate gear extension. We began planning for a return to [the airport] or a diversion. We used ZZZ radio to communicate with maintenance and dispatch. Maintenance had no solution for our situation. Dispatch and I discussed a plan for another airport; weather in the area at that current time was 1/2sm sn fzfg VV006. Initially we decided to head for ZZZ [airport] because the weather looked the best but after reevaluating plate notes and services we felt that ZZZ1 would be a better choice. Enroute we determined that the main gear were still extended; we checked the alternate verification and saw two green lights for mains no green for nose gear. We discussed configuring early to see if we would be able to get normal green lights by use of normal gear extension. At about 30 miles we attempted to extend the gear normally. We selected gear down felt no transition and saw no lights on the normal landing gear indicator. Next we conducted the alternate landing gear extension procedure; we were only able to use floorboard lights to determine that the gear was extended. I would say that the anti-skid test was inconclusive because one of the lights would go out in 3 seconds while the other took closer to 6. About 5 minutes out I asked the flight attendant's to prep the cabin for a brace and possible evacuation. We landed uneventful; stopped on the runway and pinned the gear and were towed back to the terminal.

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Original NASA ASRS Text

Title: Dash 8-400 flight crew reported receiving warnings for LDG INOP; WT ON WHEELs; and FUSELAGE DOOR. Flight diverted to a suitable airport; and landed safely.

Narrative: Upon takeoff after gear up was commanded we got two master cautions; LDG INOP; and WT ON WHEELS. We also had a Master Warning for Fuselage Door. We verified the indication on the ED and saw red indications on L2 and R2 doors. We checked cabin pressure and asked Flight Attendants (FA) to visually inspect the doors. The FA's said the doors looked normal. Next I began the QRH for WT ON WHEELS which required no crew action and a note that the gear may not retract. LDG INOP procedure was going to lead us to Alternate gear extension. We began planning for a return to [the airport] or a diversion. We used ZZZ radio to communicate with Maintenance and dispatch. Maintenance had no solution for our situation. Dispatch and I discussed a plan for another airport; weather in the area at that current time was 1/2sm SN FZFG VV006. Initially we decided to head for ZZZ [airport] because the weather looked the best but after reevaluating plate notes and services we felt that ZZZ1 would be a better choice. Enroute we determined that the main gear were still extended; we checked the alternate verification and saw two green lights for mains no green for nose gear. We discussed configuring early to see if we would be able to get normal green lights by use of normal gear extension. At about 30 miles we attempted to extend the gear normally. We selected gear down felt no transition and saw no lights on the normal landing gear indicator. Next we conducted the alternate landing gear extension procedure; we were only able to use floorboard lights to determine that the gear was extended. I would say that the anti-skid test was inconclusive because one of the lights would go out in 3 seconds while the other took closer to 6. About 5 minutes out I asked the FA's to prep the cabin for a brace and possible evacuation. We landed uneventful; stopped on the runway and pinned the gear and were towed back to the terminal.

Data retrieved from NASA's ASRS site 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.