Narrative:

Approaching OM; I went to put gear down on call from first officer and got no gear indication at all except a single nose gear red indicator light. No tripped circuit breakers noted on any circuit breaker panel. From the cockpit noise and drag; it seemed that at least some gear were down. We executed a go around with tower; reported we had an unsafe gear indication and on the go the tower reported that they could see all 3 gear being down. On the go around; went to put the gear up and the handle would not raise past the off (center detent) position. Climbed to 6000 ft with tower/approach control; put the gear handle back to the down position; and directed first officer to continue as the PF. Fuel approximately 4500 pounds at this point. Made a call to dispatch at same time as ran the gear unsafe checklist. Checklist led me to the verify gear down/locked via gear viewer port cockpit/cabin. Verified nose gear down; discussed procedure with first officer for me to go back to cabin and check viewer port. Declared minimum fuel with ATC. Went to back of cabin and found viewer port left side cabin third window back was hard to find as yellow tab was somewhat hidden by carpet and passenger bags. Removed carpet and viewer port lid to find main gear down/locked. Back in cockpit; directed first officer to request immediate vectors to landing. Talked to dispatch on downwind/base. They had given us a reference circuit breakers to reset (landing gear indication system/air-ground sensor circuit breaker). Once I reset that one circuit breaker; the normal indication for main gear came (green down/no red) but the nosewheel showed no green and a red unsafe light. Landing uneventful with 3800 pounds. First officer did a superb job flying airplane in a time constrained emergency while I handled checklist and coordination. Tower was a big help with their comments on gear looking down on our go around as the gear handle would not go to up position and no other aural indications. Supplemental information from acn 782894: the feel and sound of the airplane seemed like the gear was extended; and the tower indicated that the gear was visually extended. I continued to fly the airplane as the captain did the appropriate checklist; including verification of the gear down via the gear view ports; and resetting the appropriate circuit breakers in accordance with maintenance. When the procedures were complete; and gear verified down; we requested vectors for an approach and declared minimum fuel (we landed with 3.8). We landed and taxied to the gate without any issues.

Google
 

Original NASA ASRS Text

Title: B737 FLT CREW HAS UNSAFE GEAR INDICATION AND EXECUTES GAR. AFTER VISUALLY CHECKING THE GEAR AND RESETTING CIRCUIT BREAKERS; FLT CREW LANDS WITH 3800 POUNDS OF FUEL.

Narrative: APCHING OM; I WENT TO PUT GEAR DOWN ON CALL FROM FO AND GOT NO GEAR INDICATION AT ALL EXCEPT A SINGLE NOSE GEAR RED INDICATOR LIGHT. NO TRIPPED CIRCUIT BREAKERS NOTED ON ANY CIRCUIT BREAKER PANEL. FROM THE COCKPIT NOISE AND DRAG; IT SEEMED THAT AT LEAST SOME GEAR WERE DOWN. WE EXECUTED A GAR WITH TWR; RPTED WE HAD AN UNSAFE GEAR INDICATION AND ON THE GO THE TWR RPTED THAT THEY COULD SEE ALL 3 GEAR BEING DOWN. ON THE GAR; WENT TO PUT THE GEAR UP AND THE HANDLE WOULD NOT RAISE PAST THE OFF (CTR DETENT) POS. CLBED TO 6000 FT WITH TWR/APCH CTL; PUT THE GEAR HANDLE BACK TO THE DOWN POS; AND DIRECTED FO TO CONTINUE AS THE PF. FUEL APPROX 4500 LBS AT THIS POINT. MADE A CALL TO DISPATCH AT SAME TIME AS RAN THE GEAR UNSAFE CHKLIST. CHKLIST LED ME TO THE VERIFY GEAR DOWN/LOCKED VIA GEAR VIEWER PORT COCKPIT/CABIN. VERIFIED NOSE GEAR DOWN; DISCUSSED PROC WITH FO FOR ME TO GO BACK TO CABIN AND CHK VIEWER PORT. DECLARED MINIMUM FUEL WITH ATC. WENT TO BACK OF CABIN AND FOUND VIEWER PORT L SIDE CABIN THIRD WINDOW BACK WAS HARD TO FIND AS YELLOW TAB WAS SOMEWHAT HIDDEN BY CARPET AND PAX BAGS. REMOVED CARPET AND VIEWER PORT LID TO FIND MAIN GEAR DOWN/LOCKED. BACK IN COCKPIT; DIRECTED FO TO REQUEST IMMEDIATE VECTORS TO LNDG. TALKED TO DISPATCH ON DOWNWIND/BASE. THEY HAD GIVEN US A REF CIRCUIT BREAKERS TO RESET (LNDG GEAR INDICATION SYS/AIR-GND SENSOR CIRCUIT BREAKER). ONCE I RESET THAT ONE CIRCUIT BREAKER; THE NORMAL INDICATION FOR MAIN GEAR CAME (GREEN DOWN/NO RED) BUT THE NOSEWHEEL SHOWED NO GREEN AND A RED UNSAFE LIGHT. LNDG UNEVENTFUL WITH 3800 LBS. FO DID A SUPERB JOB FLYING AIRPLANE IN A TIME CONSTRAINED EMER WHILE I HANDLED CHKLIST AND COORD. TWR WAS A BIG HELP WITH THEIR COMMENTS ON GEAR LOOKING DOWN ON OUR GAR AS THE GEAR HANDLE WOULD NOT GO TO UP POS AND NO OTHER AURAL INDICATIONS. SUPPLEMENTAL INFO FROM ACN 782894: THE FEEL AND SOUND OF THE AIRPLANE SEEMED LIKE THE GEAR WAS EXTENDED; AND THE TWR INDICATED THAT THE GEAR WAS VISUALLY EXTENDED. I CONTINUED TO FLY THE AIRPLANE AS THE CAPT DID THE APPROPRIATE CHKLIST; INCLUDING VERIFICATION OF THE GEAR DOWN VIA THE GEAR VIEW PORTS; AND RESETTING THE APPROPRIATE CIRCUIT BREAKERS IN ACCORDANCE WITH MAINT. WHEN THE PROCS WERE COMPLETE; AND GEAR VERIFIED DOWN; WE REQUESTED VECTORS FOR AN APCH AND DECLARED MINIMUM FUEL (WE LANDED WITH 3.8). WE LANDED AND TAXIED TO THE GATE WITHOUT ANY ISSUES.

Data retrieved from NASA's ASRS site as of May 2009 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.