Narrative:

On sep/wed/95, I was a crew member (flight engineer) on a flight originally scheduled as a 'special' to oak and back. Being my first month on the line, this was my second reserve flight since the completion of IOE earlier in the month. In accordance with the 727 flight manual, I performed my cockpit safety checks and reviewed aircraft 479's, aircraft discrepancy logbook, specifically looking at trends, open or deferred write-ups, and the service check date. From there, the preflight and ground operations were uneventful with good crew coordination. Once airborne and 'positive rate of climb,' the first officer called for the 'gear up.' the captain attempted but without success due to an obvious failure of the landing gear lever latch failing to release. The situation was immediately stabilized, and the captain elected to notify tower for an air return with 3 down and locked. The appropriate procedure was worked through between the captain and the so in an attempt to rectify the problem. With the gear down, we flew an uneventful landing to the same departure runway. Upon taxiing back and shut down checklist complete, maintenance informed us of previous problems with the ground proximity switch and that the aircraft required a visit to the hangar. Furthermore, the captain and I failed to notice the missing maintenance signature on the closed discrepancy form regarding with the previous problems.

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Original NASA ASRS Text

Title: B727 GEAR FAILS TO RETRACT ON TKOF. RETURN LAND.

Narrative: ON SEP/WED/95, I WAS A CREW MEMBER (FE) ON A FLT ORIGINALLY SCHEDULED AS A 'SPECIAL' TO OAK AND BACK. BEING MY FIRST MONTH ON THE LINE, THIS WAS MY SECOND RESERVE FLT SINCE THE COMPLETION OF IOE EARLIER IN THE MONTH. IN ACCORDANCE WITH THE 727 FLT MANUAL, I PERFORMED MY COCKPIT SAFETY CHKS AND REVIEWED ACFT 479'S, ACFT DISCREPANCY LOGBOOK, SPECIFICALLY LOOKING AT TRENDS, OPEN OR DEFERRED WRITE-UPS, AND THE SVC CHK DATE. FROM THERE, THE PREFLT AND GND OPS WERE UNEVENTFUL WITH GOOD CREW COORD. ONCE AIRBORNE AND 'POSITIVE RATE OF CLB,' THE FO CALLED FOR THE 'GEAR UP.' THE CAPT ATTEMPTED BUT WITHOUT SUCCESS DUE TO AN OBVIOUS FAILURE OF THE LNDG GEAR LEVER LATCH FAILING TO RELEASE. THE SIT WAS IMMEDIATELY STABILIZED, AND THE CAPT ELECTED TO NOTIFY TWR FOR AN AIR RETURN WITH 3 DOWN AND LOCKED. THE APPROPRIATE PROC WAS WORKED THROUGH BTWN THE CAPT AND THE SO IN AN ATTEMPT TO RECTIFY THE PROB. WITH THE GEAR DOWN, WE FLEW AN UNEVENTFUL LNDG TO THE SAME DEP RWY. UPON TAXIING BACK AND SHUT DOWN CHKLIST COMPLETE, MAINT INFORMED US OF PREVIOUS PROBS WITH THE GND PROX SWITCH AND THAT THE ACFT REQUIRED A VISIT TO THE HANGAR. FURTHERMORE, THE CAPT AND I FAILED TO NOTICE THE MISSING MAINT SIGNATURE ON THE CLOSED DISCREPANCY FORM REGARDING WITH THE PREVIOUS PROBS.

Data retrieved from NASA's ASRS site as of July 2007 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.