Narrative:

Arrived early and our through flight was swapped to a broken aircraft that wasn't/didn't make its origination flight. After waiting; the agent let us down to get information from maintenance personnel. Maintenance person stated that he was in the process of replacing a wire harness in the wheel well for discrepancy of a continuous clicking noise in the aft cargo bay; having worked the issue overnight. As we slowly made progress with preflight; I reported a proximity slate electrics unit (pseu) light also illuminated on the overhead panel. After he completed work in wheel well; and several cycles of the flaps; maintenance person moved onto the pseu issue. He took care of issue; and stated that one circuit breaker was open; which wasn't on initial inspection. By this time; the aircraft was already boarded with all passengers; which may have induced some pressure to get going.after a normal flaps 1 takeoff; and achieving minimum clean-up altitude; repeated and selected flaps up; as called for by pilot flying (PF). Split second after; we got a continuous configuration warning horn. We assessed that the gear; trailing edge; and leading edge flaps/devices all indicated up while climbing to 5;000 feet. At this time we were given a right turn to southwest; and climb to approximately 15;000 feet. As it became tough to communicate with PF; I recommended re-extending flaps to one. PF concurred; and directed flaps one with horn silencing just prior to indicating flaps 1. I recommended we don't exceed 230 knots/fl 230 vice FL200. Stabilized in climb; we continued troubleshooting the problem; our options; and course of action. Since aircraft was in full control the entire time; we eliminated any control issues; whether to retract flaps; and continue climb to altitude towards our destination with horn; continue with possibility of diverting later; when below max landing weight; or return to [departure airport]; but were overweight. We chose to continue on track for now; with ample fuel/time to return if needed. At this time; we were given a climb to FL230 to which I asked if we wanted to climb or stay lower. PF stated that we'd stop at FL220 (having in my mind my erroneous reference to FL230). In climb; PF transferred controls to me so he could appraise F/as and passengers.pilot monitoring (pm) (captain) contacted dispatch; and chief pilot on call; to discuss issue; and best plan of action regarding continue/divert/return. I informed ATC FL220 would be our final; and were working a malfunction; but no assistance immediately needed. By this time we were already at FL220; when chief pilot on call stated to descend to FL200; and then consider cycling flaps; which we had already done. Descending to FL200; steady configuration warning horn returned; which we attributed to thrust lever position. Decision to divert was made; and coordination with ATC/flight attendants (flight attendant)/passengers took place. Since fuel was not an issue; I recommended lowering landing gear several times; in an effort to rid the continuous horn and aid with fuel burn to reduce to max landing weight. Once gear finally lowered; continuous horn went away. Rest of flight and landing was uneventful.without knowing the actual maintenance determination of why the configuration warning horn would sound with flaps less than 1; I am not entirely sure. Captain stated to delay boarding until maintenance was completed to ensure there was no implied pressure to get aircraft pushed. I should have been precise with flap altitude restriction. Recommend changing limitation verbiage to 'max altitude for flaps' FL200 vice 'do not extend flaps above FL200'; since we did not extend above FL200 but did indeed climbed above FL200 which still exceeded the intent/purpose of limitation/company procedure/policy. As pm; I should have been more assertive with staying at our present altitude approximately 15;000' until troubleshooting was complete and definitive plan of action made.

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Original NASA ASRS Text

Title: After departure a B737-700's flaps failed to retract beyond Flaps 1 with a continuous TAKEOFF WARNING HORN. Initially the crew incorrectly climbed to FL220; above the airframe limitation while troubleshooting; but then descended to FL200; extended the landing gear to cancel the horn and diverted to an enroute airport.

Narrative: Arrived early and our through flight was swapped to a broken aircraft that wasn't/didn't make its origination flight. After waiting; the Agent let us down to get information from Maintenance Personnel. Maintenance person stated that he was in the process of replacing a wire harness in the wheel well for discrepancy of a continuous clicking noise in the aft cargo bay; having worked the issue overnight. As we slowly made progress with preflight; I reported a Proximity Slate Electrics Unit (PSEU) light also illuminated on the overhead panel. After he completed work in wheel well; and several cycles of the flaps; Maintenance person moved onto the PSEU issue. He took care of issue; and stated that one circuit breaker was open; which wasn't on initial inspection. By this time; the aircraft was already boarded with all Passengers; which may have induced some pressure to get going.After a normal flaps 1 takeoff; and achieving minimum clean-up altitude; repeated and selected flaps UP; as called for by Pilot Flying (PF). Split second after; we got a continuous Configuration Warning horn. We assessed that the gear; trailing edge; and leading edge flaps/devices all indicated UP while climbing to 5;000 feet. At this time we were given a right turn to southwest; and climb to approximately 15;000 feet. As it became tough to communicate with PF; I recommended re-extending flaps to one. PF concurred; and directed flaps one with horn silencing just prior to indicating flaps 1. I recommended we don't exceed 230 knots/FL 230 vice FL200. Stabilized in climb; we continued troubleshooting the problem; our options; and course of action. Since aircraft was in full control the entire time; we eliminated any control issues; whether to retract flaps; and continue climb to altitude towards our destination with horn; continue with possibility of diverting later; when below max landing weight; or return to [departure airport]; but were overweight. We chose to continue on track for now; with ample fuel/time to return if needed. At this time; we were given a climb to FL230 to which I asked if we wanted to climb or stay lower. PF stated that we'd stop at FL220 (having in my mind my erroneous reference to FL230). In climb; PF transferred controls to me so he could appraise F/As and Passengers.Pilot Monitoring (PM) (Captain) contacted Dispatch; and Chief Pilot on Call; to discuss issue; and best plan of action regarding continue/divert/return. I informed ATC FL220 would be our final; and were working a malfunction; but no assistance immediately needed. By this time we were already at FL220; when Chief Pilot on Call stated to descend to FL200; and then consider cycling flaps; which we had already done. Descending to FL200; steady Configuration Warning horn returned; which we attributed to thrust lever position. Decision to divert was made; and coordination with ATC/Flight Attendants (FA)/Passengers took place. Since fuel was not an issue; I recommended lowering landing gear several times; in an effort to rid the continuous horn and aid with fuel burn to reduce to max landing weight. Once gear finally lowered; continuous horn went away. Rest of flight and landing was uneventful.Without knowing the actual Maintenance determination of why the Configuration Warning horn would sound with flaps less than 1; I am not entirely sure. Captain stated to delay boarding until Maintenance was completed to ensure there was no implied pressure to get aircraft pushed. I should have been precise with flap altitude restriction. Recommend changing limitation verbiage to 'Max altitude for flaps' FL200 vice 'Do not extend flaps above FL200'; since we did not extend above FL200 but did indeed climbed above FL200 which still exceeded the intent/purpose of limitation/company procedure/policy. As PM; I should have been more assertive with staying at our present altitude approximately 15;000' until troubleshooting was complete and definitive plan of action made.

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.