Narrative:

After takeoff, I selected landing gear up. With the distraction of maintaining visual separation with the saab, I did not notice the landing gear did not retract. Due to an electrical malfunction in the landing gear selector switch, the red in-transit lights did not illuminate. We climbed to 17000 ft and flew to kansas city. We received a descent with a speed restr when entering the terminal area, in preparation for a visual approach for runway 19R at mci. I selected landing gear down and noticed the red in-transit lights did not illuminate but the 3 green lights were illuminated. We landed on runway 19R, taxied to the ramp, and called maintenance. Maintenance personnel put the aircraft up on jacks, duplicated the malfunction, and replaced the landing gear selector switch. The failure to notice that the landing gear did not retract was caused by the distraction of being cleared for an immediate takeoff with jet traffic on close-in base and looking for our traffic immediately after takeoff. I believe the factors that contributed to our not noticing decreased aircraft performance from the landing gear being down were: it was a warm day in wichita and our takeoff weight was near gross weight. We made an unrestr climb to 17000 ft so the airplane never had a chance to accelerate until we were at cruise altitude. Our indicated airspeed at altitude was near 180 KTS. On another flight later that day, at 17000 ft, the airplane was indicating 180 KTS with the landing gear up with the same cruise power setting. We made an unrestr descent to traffic pattern altitude and were given a speed restr so we reduced power to prevent the airplane from accelerating in the descent and in level flight at traffic pattern altitude.

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Original NASA ASRS Text

Title: FLC REALIZED AT CRUISE ALT THAT THE LNDG HAD FAILED TO RETRACT AFTER TKOF. LANDED AT DEST WITHOUT INCIDENT.

Narrative: AFTER TKOF, I SELECTED LNDG GEAR UP. WITH THE DISTR OF MAINTAINING VISUAL SEPARATION WITH THE SAAB, I DID NOT NOTICE THE LNDG GEAR DID NOT RETRACT. DUE TO AN ELECTRICAL MALFUNCTION IN THE LNDG GEAR SELECTOR SWITCH, THE RED IN-TRANSIT LIGHTS DID NOT ILLUMINATE. WE CLBED TO 17000 FT AND FLEW TO KANSAS CITY. WE RECEIVED A DSCNT WITH A SPD RESTR WHEN ENTERING THE TERMINAL AREA, IN PREPARATION FOR A VISUAL APCH FOR RWY 19R AT MCI. I SELECTED LNDG GEAR DOWN AND NOTICED THE RED IN-TRANSIT LIGHTS DID NOT ILLUMINATE BUT THE 3 GREEN LIGHTS WERE ILLUMINATED. WE LANDED ON RWY 19R, TAXIED TO THE RAMP, AND CALLED MAINT. MAINT PERSONNEL PUT THE ACFT UP ON JACKS, DUPLICATED THE MALFUNCTION, AND REPLACED THE LNDG GEAR SELECTOR SWITCH. THE FAILURE TO NOTICE THAT THE LNDG GEAR DID NOT RETRACT WAS CAUSED BY THE DISTR OF BEING CLRED FOR AN IMMEDIATE TKOF WITH JET TFC ON CLOSE-IN BASE AND LOOKING FOR OUR TFC IMMEDIATELY AFTER TKOF. I BELIEVE THE FACTORS THAT CONTRIBUTED TO OUR NOT NOTICING DECREASED ACFT PERFORMANCE FROM THE LNDG GEAR BEING DOWN WERE: IT WAS A WARM DAY IN WICHITA AND OUR TKOF WT WAS NEAR GROSS WT. WE MADE AN UNRESTR CLB TO 17000 FT SO THE AIRPLANE NEVER HAD A CHANCE TO ACCELERATE UNTIL WE WERE AT CRUISE ALT. OUR INDICATED AIRSPD AT ALT WAS NEAR 180 KTS. ON ANOTHER FLT LATER THAT DAY, AT 17000 FT, THE AIRPLANE WAS INDICATING 180 KTS WITH THE LNDG GEAR UP WITH THE SAME CRUISE PWR SETTING. WE MADE AN UNRESTR DSCNT TO TFC PATTERN ALT AND WERE GIVEN A SPD RESTR SO WE REDUCED PWR TO PREVENT THE AIRPLANE FROM ACCELERATING IN THE DSCNT AND IN LEVEL FLT AT TFC PATTERN ALT.

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.