Narrative:

After a normal takeoff from runway xx at ZZZ; the captain and flying pilot called for gear up; and as speed allowed; incremental flap settings to the flaps up position. He called for the after takeoff checklist. Flight climbing to 3000 on heading 270. The first officer did the after takeoff flow while frequency changing from tower to departure. The first officer checked in with departure 2200 climbing to 3000. This is when the captain noticed the gear lights illuminated with the handle in the off position. The lights illuminated were all three green and all three red lights. As he leveled off; the captain directed the first officer to move the gear handle back to the up position. The indication remained the same. Level at 3000; the captain directed the gear handle to the down position. With the handle in the down position; the red lights extinguished and the three green gear down indications remained. The three green lights for the gear on the overhead panel also showed three green.the captain then directed the handle be brought back to the up position. This resulted in three green and three red. The captain stated he could feel and hear the drag and wind noise from the gear still being down; and the pilots did not hear any gear retraction sound. ATC directed a climb to a higher altitude and to fly direct to zzzzz on the departure. The captain directed to let ATC know we have a problem and that we would like to stay with this controller and stay low to work through a gear problem we were having. The first officer notified ATC and was given a turn to 360; maintain 3000. ATC asked about the specifics of the problem and if we needed more assistance. The first officer told ATC of the specific issue of not being able to retract the gear and that we needed more time to work through the problem. ATC directed a climb to 4000. ATC frequency changed to another controller as the flight headed northbound.the captain transferred control of the aircraft to the first officer; notified the flight attendant's; passengers; dispatch; ZZZ operations and attempted to get tomc through ZZZ maintenance. He brought out the QRH and noted there was no checklist for our specific issue. He directed the first officer notify ATC we were going back to ZZZ and he let dispatch know the same via ACARS. The first officer notified ATC of the need to return to ZZZ and was immediately asked soles and fuel on board. ATC directed heading 100 for vectors xy. The captain worked through the diversion checklist; reseting altitude; changed runway in the FMC and spoke to the flight attendant's and passengers. Station ops was notified we were coming back to ZZZ. The captain was running his fom items while the first officer managed ATC and flying the aircraft.a heading correction was given by ATC; 110 descend and maintain 3000. The captain came back up hot mic; briefed the first officer of what he had been doing; to include the approach to xy and turn off point; asked if there was anything we missed that we need to do; and then assumed flying duties. He asked for the approach descent checklist and to continue to the approach checklist. After the approach checklist is when the captain noted the aircraft weight and that we were going to land over weight. ATC directed a turn to intercept the localizer xy and asked if field in sight. First officer stated field in sight. Flight was cleared for visual xy. Estimated distance 12-15 miles from threshold. ATC directed contact tower. Upon checking in with tower; flight cleared to land xy. Tower asked if we needed more assistance. Captain directed first officer to [advise ATC] due to the overweight landing. Gear was indicating down and locked but aircraft was landing overweight. ATC confirmed; asked for fuel and souls; cleared to land. Approach and landing were on speed and uneventful with a stop on the runway directed by ATC; then flight was given a turn onto [taxiway] so arff could look the plane over. Once cleared; aircraft taxied safely to the gate. Approx landing weight 138.5.things to note:-arinc not usable at low altitude (20k)-hub maintenance not able to help trouble shoot or connect aircrew with maintenance control via voice-no checklist for 'gear not retracting' in QRH.

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Original NASA ASRS Text

Title: A Boeing 737 First Officer reported that after takeoff the landing gear would not retract.

Narrative: After a normal takeoff from Runway XX at ZZZ; the Captain and flying pilot called for gear up; and as speed allowed; incremental flap settings to the flaps up position. He called for the after takeoff checklist. Flight climbing to 3000 on heading 270. The First Officer did the after takeoff flow while frequency changing from tower to departure. The First Officer checked in with departure 2200 climbing to 3000. This is when the Captain noticed the gear lights illuminated with the handle in the off position. The lights illuminated were all three green and all three red lights. As he leveled off; the Captain directed the First Officer to move the gear handle back to the up position. The indication remained the same. Level at 3000; the Captain directed the gear handle to the down position. With the handle in the down position; the red lights extinguished and the three green gear down indications remained. The three green lights for the gear on the overhead panel also showed three green.The Captain then directed the handle be brought back to the up position. This resulted in three green and three red. The Captain stated he could feel and hear the drag and wind noise from the gear still being down; and the pilots did not hear any gear retraction sound. ATC directed a climb to a higher altitude and to fly direct to ZZZZZ on the departure. The Captain directed to let ATC know we have a problem and that we would like to stay with this controller and stay low to work through a gear problem we were having. The First Officer notified ATC and was given a turn to 360; maintain 3000. ATC asked about the specifics of the problem and if we needed more assistance. The First Officer told ATC of the specific issue of not being able to retract the gear and that we needed more time to work through the problem. ATC directed a climb to 4000. ATC frequency changed to another controller as the flight headed northbound.The Captain transferred control of the aircraft to the First Officer; notified the FA's; passengers; dispatch; ZZZ operations and attempted to get TOMC through ZZZ maintenance. He brought out the QRH and noted there was no checklist for our specific issue. He directed the First Officer notify ATC we were going back to ZZZ and he let dispatch know the same via ACARS. The First Officer notified ATC of the need to return to ZZZ and was immediately asked soles and fuel on board. ATC directed heading 100 for vectors XY. The Captain worked through the diversion checklist; reseting ALT; changed runway in the FMC and spoke to the FA's and passengers. Station ops was notified we were coming back to ZZZ. The Captain was running his FOM items while the First Officer managed ATC and flying the aircraft.A heading correction was given by ATC; 110 descend and maintain 3000. The Captain came back up hot mic; briefed the First Officer of what he had been doing; to include the approach to XY and turn off point; asked if there was anything we missed that we need to do; and then assumed flying duties. He asked for the Approach Descent Checklist and to continue to the Approach checklist. After the approach checklist is when the Captain noted the aircraft weight and that we were going to land over weight. ATC directed a turn to intercept the LOC XY and asked if field in sight. First Officer stated Field in sight. Flight was cleared for visual XY. Estimated distance 12-15 miles from threshold. ATC directed contact tower. Upon checking in with Tower; flight cleared to land XY. Tower asked if we needed more assistance. Captain directed First Officer to [advise ATC] due to the overweight landing. Gear was indicating down and locked but aircraft was landing overweight. ATC confirmed; asked for fuel and souls; cleared to land. Approach and landing were on speed and uneventful with a stop on the runway directed by ATC; then flight was given a turn onto [taxiway] so ARFF could look the plane over. Once cleared; aircraft taxied safely to the gate. Approx landing weight 138.5.Things to note:-ARINC not usable at low altitude (20k)-HUB maintenance not able to help trouble shoot or connect aircrew with Maintenance Control via voice-No checklist for 'gear not retracting' in QRH.

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.