Narrative:

On takeoff from runway 28R in bil, I was the PF. Normal takeoff until the PNF called 'positive rate.' I called 'gear up.' PNF retracted landing gear. Aircraft went through what appeared to be a normal gear retraction sequence. A few seconds later, we got a 'gear disagree' warning. The PNF cycled the landing gear and all warning messages were cleared and the gear went through a normal cycle. A normal climb was completed. As we climbed to altitude, above 15000 ft, we began to discuss the situation again. We decided to look at the checklist for a gear disagree situation. It basically said to make sure the gear was still down and to land at the nearest suitable airport. We were at altitude, on course, and the message had cleared, so the decision was made to continue to our destination. A normal landing was conducted and maintenance was notified of the abnormality. A write-up was made in the aircraft's logbook. Supplemental information from acn 617157: when we retracted, a gear disagreement warning and aural message, and also a 'proximity fault #1' status message came on. From past aircraft experiences, I would cycle the landing gear to clear the message. The gear was cycled and the message cleared and no further action was taken. During the flight, we decided to look at the QRH for the procedure if the message did not clear. It advised us to slow to 200 KTS, drop the gear and land at the nearest suitable airport. The aircraft weight was about 3000 pounds above landing weight.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CARJ700 FLT CREW IGNORES THE MANDATES OF THEIR QRH WHEN RECEIVING A LNDG GEAR FAULT, SIMPLY RECYCLING THE GEAR AND CONTINUING TO DEST ARPT AFTER TKOF FROM BIL, MT.

Narrative: ON TKOF FROM RWY 28R IN BIL, I WAS THE PF. NORMAL TKOF UNTIL THE PNF CALLED 'POSITIVE RATE.' I CALLED 'GEAR UP.' PNF RETRACTED LNDG GEAR. ACFT WENT THROUGH WHAT APPEARED TO BE A NORMAL GEAR RETRACTION SEQUENCE. A FEW SECONDS LATER, WE GOT A 'GEAR DISAGREE' WARNING. THE PNF CYCLED THE LNDG GEAR AND ALL WARNING MESSAGES WERE CLRED AND THE GEAR WENT THROUGH A NORMAL CYCLE. A NORMAL CLB WAS COMPLETED. AS WE CLBED TO ALT, ABOVE 15000 FT, WE BEGAN TO DISCUSS THE SIT AGAIN. WE DECIDED TO LOOK AT THE CHKLIST FOR A GEAR DISAGREE SIT. IT BASICALLY SAID TO MAKE SURE THE GEAR WAS STILL DOWN AND TO LAND AT THE NEAREST SUITABLE ARPT. WE WERE AT ALT, ON COURSE, AND THE MESSAGE HAD CLRED, SO THE DECISION WAS MADE TO CONTINUE TO OUR DEST. A NORMAL LNDG WAS CONDUCTED AND MAINT WAS NOTIFIED OF THE ABNORMALITY. A WRITE-UP WAS MADE IN THE ACFT'S LOGBOOK. SUPPLEMENTAL INFO FROM ACN 617157: WHEN WE RETRACTED, A GEAR DISAGREEMENT WARNING AND AURAL MESSAGE, AND ALSO A 'PROX FAULT #1' STATUS MESSAGE CAME ON. FROM PAST ACFT EXPERIENCES, I WOULD CYCLE THE LNDG GEAR TO CLR THE MESSAGE. THE GEAR WAS CYCLED AND THE MESSAGE CLRED AND NO FURTHER ACTION WAS TAKEN. DURING THE FLT, WE DECIDED TO LOOK AT THE QRH FOR THE PROC IF THE MESSAGE DID NOT CLR. IT ADVISED US TO SLOW TO 200 KTS, DROP THE GEAR AND LAND AT THE NEAREST SUITABLE ARPT. THE ACFT WT WAS ABOUT 3000 LBS ABOVE LNDG WT.

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.