Date: 201408
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Night
Aircraft: B737-300
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Takeoff / Launch
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Gear Extend/Retract Mechanism
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft; Manuals; Human Factors
Primary problem: Aircraft

Narrative: Immediately after liftoff and positive rate indication; the pilot flying called landing gear up. The pilot not flying tried to retract the gear but the handle would not move past off. The pilot not flying pulled override and retracted the landing gear normally. We decided to delay looking in the QRH until the workload permitted because the gear retracted normally and the departure out of [this airport] is complicated. After several turns and frequency changes; we passed through 10;000 FT; completed the Climb Checklist; and then pulled the QRH for the gear handle. The QRH directed us to put the landing gear handle down and retract the flaps on schedule. Then; it directs us to listen for the cabin altitude/configuration warning horn and the takeoff configuration lights to determine if the failure is the air/ground sensor or the landing gear lever lock solenoid failure. If it is the latter; we are instructed to use the override trigger to retract the gear and continue with normal operation and to coordinate with Dispatch on landing at the airport. There was also a note; if departing a Maintenance Base to return to avoid using Contract Maintenance. We sent ACARS messages to both Maintenance and Dispatch. We elected to continue for the following reasons. The gear was up and there were no abnormal indications. Our destination was a Maintenance Base and [our departure airport] is not. Dispatch did not request otherwise. We decided not to put the gear back down because we had already inadvertently skipped ahead to the override trigger pull step and putting the gear down at this point would be done for trouble shooting which we didn't want to do on a passenger flight. When the QRH directs landing gear handle down; it would have been in off with the gear still down. We continued to the destination; lowered the landing gear normally checked for normal indications; and landed normally. We had written up the failure enroute and Maintenance had been notified. When arriving at the gate; the mechanic discovered the solenoid circuit breaker was out and commented that it was common for that breaker to get pulled by the First Officer's seatbelt.[Looking back] we were unaware that we were not supposed to immediately use the manual override lever in this situation. After reviewing the QRH; and having been through this situation; if it occurs again we will leave the gear down until we can get to the QRH. I have always been careful to not just let my shoulder straps go when releasing them; but in this case I must have managed to catch this circuit breaker while putting them on. I will increase my awareness on the belts and breakers. In abnormal situations; [we should] always use the QRH to direct our actions unless the situation is so dire it is impossible to do so.




Synopsis: When the landing gear failed to retract and the handle refused to pass through the 'off' detent after takeoff the flight crew of a B737 pulled the override trigger and retracted the gear; then proceeded to conduct their departure clearance from a major airport. When then conducting the QRH procedure they learned their initial actions were contrary to the procedure.