Narrative:

I started this flight distracted. The passenger cabin door would not shut initially. Flight attendant a and I figured out that it was hitting something forward and flight attendant a saw what was keeping the door from closing and was able to get the door closed. However; I kept thinking about this even up to the hold short line.we were cleared for take-off and I called 'positive rate' which the captain responded 'gear up.' I thought I put the gear up; but looking back I put the flaps up. At 1000 feet I called 'acceleration altitude' and the captain responded with 'flap etc.' call. However; I noticed that the flaps did not move and this really confused me. I completed the after take off checklist looking at every item; but again missed that the gear was still down.I mentioned to the captain that the flaps did not move; but in my mind I was going over all the checks that we had completed that would indicate that the flaps were in the correct position for takeoff. I verbalized that we did the 'flaps 5 set and indicating 5' and the takeoff warning check would have indicated that the flaps would have had to been in the correct position. The plane was climbing; but buffeting because the gear was down. I was fixated on the flaps and even suggested to the captain that we have the flight attendants look at the wings to make sure the flaps were up. I was continuing with the PNF duties of contacting departure; setting altitudes; and doing the 10;000 foot checks. It was somewhere in this time that the captain mentioned to me later that he saw the plane's speed at 220 kts. I think it was at a lower altitude close to our initial level off of 3000 feet. I did not see this; because of PNF duties.the flight attendants were contacted at 10;000 feet and they reported the flaps looked normal. We continued to climb and performance wasn't terrible; but it wasn't normal and there was the buffeting. We were fully loaded with over 7000 lbs of fuel and a jumpseat rider. At FL190 the captain said; 'our gear is down.' this is the point that I realized I put the flaps up at 'positive rate' instead of the gear. We requested a lower altitude so we could retract the gear and center assigned us 13;000 feet. Below 15;000 feet and at 190 kts the captain commanded the gear up and I put the gear up.we continued the flight with no other issues. The captain really encouraged me because I was beating myself up pretty bad for this mistake. He said it was a 'we' issue; not a 'me' issue. I learned a lot yesterday.[I have some suggestions:] 1. Don't get fixated! 2. Read the checklist very closely. 3. Don't try to convince the crew of what I think the problem is or isn't. 4. Take a few seconds to re-do a checklist. 5. Take into consideration what I did wrong; correct it; and continue safely with the flight.

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Original NASA ASRS Text

Title: When the Captain called for gear up immediately after takeoff the first officer mistakenly retracted the flaps instead. The error wasn't noted and corrected until the aircraft stopped climbing and wouldn't accelerate around FL200. They descended; retracted the landing gear; and continued to their destination.

Narrative: I started this flight distracted. The passenger cabin door would not shut initially. Flight Attendant A and I figured out that it was hitting something forward and Flight Attendant A saw what was keeping the door from closing and was able to get the door closed. However; I kept thinking about this even up to the hold short line.We were cleared for take-off and I called 'Positive Rate' which the Captain responded 'Gear Up.' I thought I put the gear up; but looking back I put the flaps up. At 1000 feet I called 'Acceleration Altitude' and the Captain responded with 'Flap etc.' call. However; I noticed that the flaps did not move and this really confused me. I completed the After Take Off checklist looking at every item; but again missed that the gear was still down.I mentioned to the Captain that the flaps did not move; but in my mind I was going over all the checks that we had completed that would indicate that the flaps were in the correct position for takeoff. I verbalized that we did the 'Flaps 5 set and indicating 5' and the takeoff warning check would have indicated that the flaps would have had to been in the correct position. The plane was climbing; but buffeting because the gear was down. I was fixated on the flaps and even suggested to the Captain that we have the Flight Attendants look at the wings to make sure the flaps were up. I was continuing with the PNF duties of contacting departure; setting altitudes; and doing the 10;000 foot checks. It was somewhere in this time that the Captain mentioned to me later that he saw the plane's speed at 220 kts. I think it was at a lower altitude close to our initial level off of 3000 feet. I did not see this; because of PNF duties.The Flight Attendants were contacted at 10;000 feet and they reported the flaps looked normal. We continued to climb and performance wasn't terrible; but it wasn't normal and there was the buffeting. We were fully loaded with over 7000 lbs of fuel and a jumpseat rider. At FL190 the Captain said; 'Our gear is down.' This is the point that I realized I put the flaps up at 'Positive Rate' instead of the gear. We requested a lower altitude so we could retract the gear and center assigned us 13;000 feet. Below 15;000 feet and at 190 kts the Captain commanded the gear up and I put the gear up.We continued the flight with no other issues. The Captain really encouraged me because I was beating myself up pretty bad for this mistake. He said it was a 'we' issue; not a 'me' issue. I learned a lot yesterday.[I have some suggestions:] 1. Don't get fixated! 2. Read the checklist VERY closely. 3. Don't try to convince the crew of what I think the problem is or isn't. 4. Take a few seconds to re-do a checklist. 5. Take into consideration what I did wrong; correct it; and continue safely with the flight.

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.