B737 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Type 944
Distraction; Human-Machine Interface; Troubleshooting; Workload
Aircraft Equipment Problem Less Severe
Air Traffic Control Provided Assistance; Flight Crew Returned To Departure Airport
Aircraft; Human Factors
The day began; for both the Captain and I; with a deadhead [in] from mainland U.S.A. We received the aircraft at UVF from the other crew without incident. Everything up until the takeoff went without incident. During rotation both the captain and I noted that we failed to hear the 'audible clicking noise' that we are used to hearing as the wheels leave the runway. He then called positive rate gear up. As pilot monitoring; I proceeded to move the gear lever to the up position but was unable; as the lever would not go past the off position. In the off position; our gear indicator lights indicated three green and three red. We proceeded to try and undo the action by putting the gear lever back down and then tried retracting the gear one more time without change and the gear lever would not go past the off position. We then decided to clean the flaps up. When the flaps reached the zero position; the takeoff configuration horn began to sound. At this point; we were level and decided to put the flaps back to one; which proceeded to silence the horn and the captain called for the QRH checklist. The checklist directed us TO NOT retract the gear and then proceed to the nearest suitable airport. We completed the rest of the checklist; proceeded to hold on the IAF for UVF to burn approximately 20;000 lbs. of fuel; and landed under landing weight without further incident.
Upon lifting off from UVF airport; no audible solenoid click was heard for weight off wheels activation. Had an idea that would lead to some problems and as the First Officer attempted to raise the gear; the landing gear lever would not move to the up position. Asked for turnout off traffic to hold and accomplish the checklist. QRH was followed and with all flaps up; still had the landing gear warning horn. QRH instructs not to use the Landing Gear override in this instance; but plan to land at nearest suitable airport. We elected to hold at 8000 feet with flaps at five and speed 220 to burn down fuel to structural landing weight of 146.3. Spoke with Maintenance Control utilizing HF phone patch through dispatch and they concurred with our plans. Some discussion was thrown around about recovering to the Destination; which we; the crew; felt was not a good decision. Landed at UVF per the checklist with auto brakes off; and speed brake not in [the] armed position. Landing was uneventful.
B737 flight crew reported being unable to retract the landing gear after takeoff; they followed the QRH and returned to the departure airfield.