Narrative:

After a normal taxi and takeoff, I placed the landing gear selector switch in the 'up' position and the gear did not retract. I continued the climb to my assigned altitude, checked the appropriate breakers, read the aircraft's operation manual checklist for this situation, but was still unable to remedy the problem. All 3 gear indicator lights were 'green' and I was very sure that the gear was down and locked. As a precaution, I notified wichita departure that I would like to fly by the tower and have them visually inspect the gear. I did so, and they informed me that the gear appeared to be 'down and locked.' at that point, I chose to proceed on to my destination. I landed at the great bend airport without incident and notified company personnel. They determined the problem to be that the emergency gear extension handle had been knocked out of place, which disconnected the gear motor from the extension system. After discussing the situation with my director of operations, he indicated that my decision to proceed to the destination could be questioned. He raised the possibility that an engine failure, combined with the gear problem could have led to a difficult emergency situation. The instructions in the operations manual for this situation was to leave the gear down and land as soon as practicable. At the time, it seemed more practicable to land at great bend, since this is where our company has maintenance personnel.

Related reports:

Google
 

Original NASA ASRS Text

Title: PLT OF AN ATX TWIN CONTINUED TO DEST AFTER THE LNDG GEAR WOULD NOT RETRACT. PLT EXPERIENCE LEVEL LOW IN TYPE.

Narrative: AFTER A NORMAL TAXI AND TKOF, I PLACED THE LNDG GEAR SELECTOR SWITCH IN THE 'UP' POS AND THE GEAR DID NOT RETRACT. I CONTINUED THE CLB TO MY ASSIGNED ALT, CHKED THE APPROPRIATE BREAKERS, READ THE ACFT'S OP MANUAL CHKLIST FOR THIS SIT, BUT WAS STILL UNABLE TO REMEDY THE PROB. ALL 3 GEAR INDICATOR LIGHTS WERE 'GREEN' AND I WAS VERY SURE THAT THE GEAR WAS DOWN AND LOCKED. AS A PRECAUTION, I NOTIFIED WICHITA DEP THAT I WOULD LIKE TO FLY BY THE TWR AND HAVE THEM VISUALLY INSPECT THE GEAR. I DID SO, AND THEY INFORMED ME THAT THE GEAR APPEARED TO BE 'DOWN AND LOCKED.' AT THAT POINT, I CHOSE TO PROCEED ON TO MY DEST. I LANDED AT THE GREAT BEND ARPT WITHOUT INCIDENT AND NOTIFIED COMPANY PERSONNEL. THEY DETERMINED THE PROB TO BE THAT THE EMER GEAR EXTENSION HANDLE HAD BEEN KNOCKED OUT OF PLACE, WHICH DISCONNECTED THE GEAR MOTOR FROM THE EXTENSION SYS. AFTER DISCUSSING THE SIT WITH MY DIRECTOR OF OPS, HE INDICATED THAT MY DECISION TO PROCEED TO THE DEST COULD BE QUESTIONED. HE RAISED THE POSSIBILITY THAT AN ENG FAILURE, COMBINED WITH THE GEAR PROB COULD HAVE LED TO A DIFFICULT EMER SIT. THE INSTRUCTIONS IN THE OPS MANUAL FOR THIS SIT WAS TO LEAVE THE GEAR DOWN AND LAND AS SOON AS PRACTICABLE. AT THE TIME, IT SEEMED MORE PRACTICABLE TO LAND AT GREAT BEND, SINCE THIS IS WHERE OUR COMPANY HAS MAINT PERSONNEL.

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.