Narrative:

Lax bound for dfw. At approximately XA00Z, flight called dispatch on company frequency. They said they had a cocked landing gear (right gear), that was not fully retracted. They were using operating manual for reference on airspeed. They had calculated and felt they could continue flight. Also, based on looking at charts used for planning of flight. I recalculated fuel burn based on 230 KIAS at FL250. Since WX en route was good and destination, we felt continuing flight was possible. Crew said fuel flow was a little better than charts indicated. I revised release showing dal as altn. They arrived dfw after burning altn fuel and into reserve. If you use the abnormal section of operating manual and that airspeed, fuels look good for continuing flight based on winds/temperatures stored in company computer. Flight over burned, but I'm not aware of variables that happen in flight. If you go back and use charts for planning of flight. They are much more restrictive based on all 3 gears down. If work load was different at the time and all the phone calls to maintenance reference gear problem, phone patches for maintenance talking to crew etc, I may have talked to crew more closely on difference between planning figures and after takeoff figures.

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Original NASA ASRS Text

Title: DURING CLBOUT, A WDB R MAIN LNDG GEAR DID NOT FULLY RETRACT CAUSING A HIGHER FUEL BURN TO DEST THAN ORIGINALLY PLANNED.

Narrative: LAX BOUND FOR DFW. AT APPROX XA00Z, FLT CALLED DISPATCH ON COMPANY FREQ. THEY SAID THEY HAD A COCKED LNDG GEAR (R GEAR), THAT WAS NOT FULLY RETRACTED. THEY WERE USING OPERATING MANUAL FOR REF ON AIRSPD. THEY HAD CALCULATED AND FELT THEY COULD CONTINUE FLT. ALSO, BASED ON LOOKING AT CHARTS USED FOR PLANNING OF FLT. I RECALCULATED FUEL BURN BASED ON 230 KIAS AT FL250. SINCE WX ENRTE WAS GOOD AND DEST, WE FELT CONTINUING FLT WAS POSSIBLE. CREW SAID FUEL FLOW WAS A LITTLE BETTER THAN CHARTS INDICATED. I REVISED RELEASE SHOWING DAL AS ALTN. THEY ARRIVED DFW AFTER BURNING ALTN FUEL AND INTO RESERVE. IF YOU USE THE ABNORMAL SECTION OF OPERATING MANUAL AND THAT AIRSPD, FUELS LOOK GOOD FOR CONTINUING FLT BASED ON WINDS/TEMPS STORED IN COMPANY COMPUTER. FLT OVER BURNED, BUT I'M NOT AWARE OF VARIABLES THAT HAPPEN IN FLT. IF YOU GO BACK AND USE CHARTS FOR PLANNING OF FLT. THEY ARE MUCH MORE RESTRICTIVE BASED ON ALL 3 GEARS DOWN. IF WORK LOAD WAS DIFFERENT AT THE TIME AND ALL THE PHONE CALLS TO MAINT REF GEAR PROB, PHONE PATCHES FOR MAINT TALKING TO CREW ETC, I MAY HAVE TALKED TO CREW MORE CLOSELY ON DIFFERENCE BTWN PLANNING FIGURES AND AFTER TKOF FIGURES.

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.