Narrative:

Problem: flew to around 10000 ft MSL with gear extended. Chain of events: on takeoff; I forgot to push toga button before xferring controls to the first officer (his leg to fly). I noticed lack of flight director guidance at/near rotation speed. Pressed toga button at that time and flight director popped up in GA mode. That proved to be a distraction. Ended up hitting heading mode and speed mode to clear GA/GA mode. In the meantime; the automation manipulation had broken me out of normal routine of standard calls. Missed standard calls; positive rate; etc. There is a good probability that the first officer called for gear up but I didn't hear/acknowledge as my concentration was on the flight director. Retracted flaps as per normal procedure; climb thrust set but noticed noise/rumble of gear in the wind. Knew something was wrong; but as obvious as it was; jumped to the conclusion that a door had been left open outside. Noise was louder than door noise (obviously) so I started debating a return to ZZZ as proceeding with an obvious problem didn't seem wise. When I noticed the gear handle down it all became clear. The first officer slowed the aircraft to 200 KTS and we retracted the gear. We never exceeded 250 KTS with gear extended. Problem arose because I forgot to hit toga button at beginning of takeoff roll; before xferring controls. Hit toga too late and automation became a distraction. Why was I insistent on using the flight director? Because I am a low time captain paired with a low time first officer. I didn't mind him hand flying to 10000 ft (as he briefed); but I preferred he use the flight director guidance (as I requested/added to his brief); because it was his first leg to fly and I didn't now how he would do without it.

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Original NASA ASRS Text

Title: DISTRACTED BY A FLT DIRECTOR ANOMALY; CARJ FLT CREW CLIMBS TO 10000 WITH LANDING GEAR STILL EXTENDED.

Narrative: PROB: FLEW TO AROUND 10000 FT MSL WITH GEAR EXTENDED. CHAIN OF EVENTS: ON TKOF; I FORGOT TO PUSH TOGA BUTTON BEFORE XFERRING CTLS TO THE FO (HIS LEG TO FLY). I NOTICED LACK OF FLT DIRECTOR GUIDANCE AT/NEAR ROTATION SPD. PRESSED TOGA BUTTON AT THAT TIME AND FLT DIRECTOR POPPED UP IN GA MODE. THAT PROVED TO BE A DISTR. ENDED UP HITTING HDG MODE AND SPD MODE TO CLR GA/GA MODE. IN THE MEANTIME; THE AUTOMATION MANIPULATION HAD BROKEN ME OUT OF NORMAL ROUTINE OF STANDARD CALLS. MISSED STANDARD CALLS; POSITIVE RATE; ETC. THERE IS A GOOD PROBABILITY THAT THE FO CALLED FOR GEAR UP BUT I DIDN'T HEAR/ACKNOWLEDGE AS MY CONCENTRATION WAS ON THE FLT DIRECTOR. RETRACTED FLAPS AS PER NORMAL PROC; CLB THRUST SET BUT NOTICED NOISE/RUMBLE OF GEAR IN THE WIND. KNEW SOMETHING WAS WRONG; BUT AS OBVIOUS AS IT WAS; JUMPED TO THE CONCLUSION THAT A DOOR HAD BEEN LEFT OPEN OUTSIDE. NOISE WAS LOUDER THAN DOOR NOISE (OBVIOUSLY) SO I STARTED DEBATING A RETURN TO ZZZ AS PROCEEDING WITH AN OBVIOUS PROB DIDN'T SEEM WISE. WHEN I NOTICED THE GEAR HANDLE DOWN IT ALL BECAME CLR. THE FO SLOWED THE ACFT TO 200 KTS AND WE RETRACTED THE GEAR. WE NEVER EXCEEDED 250 KTS WITH GEAR EXTENDED. PROB AROSE BECAUSE I FORGOT TO HIT TOGA BUTTON AT BEGINNING OF TKOF ROLL; BEFORE XFERRING CTLS. HIT TOGA TOO LATE AND AUTOMATION BECAME A DISTR. WHY WAS I INSISTENT ON USING THE FLT DIRECTOR? BECAUSE I AM A LOW TIME CAPT PAIRED WITH A LOW TIME FO. I DIDN'T MIND HIM HAND FLYING TO 10000 FT (AS HE BRIEFED); BUT I PREFERRED HE USE THE FLT DIRECTOR GUIDANCE (AS I REQUESTED/ADDED TO HIS BRIEF); BECAUSE IT WAS HIS FIRST LEG TO FLY AND I DIDN'T NOW HOW HE WOULD DO WITHOUT IT.

Data retrieved from NASA's ASRS site as of January 2009 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.