B737-300
Workload; Situational Awareness; Distraction
Aircraft Equipment Problem Less Severe; Deviation - Altitude Overshoot; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural MEL / CDL
Flight Crew Took Evasive Action; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Became Reoriented; General Maintenance Action
Procedure; Chart Or Publication; Aircraft
On initial climbout; the right wing leading edge flaps did not retract. I flew the airplane and worked the radios while the Captain ran the checklist and coordinated with Dispatch. The main body of the checklist was followed by the conditional section of the checklist; which dealt with airspeed limitations. The main body of the checklist noted a maximum altitude of 20;000 FT. Coordinating with Dispatch; it was determined we would be able to continue onto our destination. We then referred back to the airspeed limitation and neglected to consider the altitude limitation; which was written above in the main body of the checklist. I informed ATC of our intentions and was given an altitude above FL200; which we accepted. Passing FL270; the Captain was reviewing the checklist again and realized our error. We immediately requested a descent to FL200 and were given a clearance to FL190. We immediately descended and maintained FL190 as our cruise altitude. No problems were encountered. I think it would be a big help to add a final section to the end of each checklist; which summarizes any operational limitations for a given condition.
The reporter stated that the aircraft's flight control response was normal for the entire flight. They correctly assumed that the LE Transit Light was a false indication because of the normal flight controls. When Maintenance came out to look at the flaps the Transit Lights were out and they did not return.
After we were done; and still climbing; I reviewed the QRH again to make sure we did not miss anything. Upon review; I noted the FL200 or below restriction. We were passing FL270 and I told the First Officer we needed to descend back down to FL200. We got clearance; descended; and flew the rest of the flight at FL190 uneventfully. We both saw the FL200 and; as we followed the checklist for our condition; the last part noted was the 300/.65 Mach restriction. We focused on that and forgot the FL200 restriction. Perhaps the QRH could also include; after the speeds; the altitude restriction again as a summary of all restrictions.
A B737-300's right wing Leading Edge Transit Lights did not extinguish after takeoff; but because of normal flight control feel; the flight continued to its destination with the 300KTS/.65 Mach constraint. The flight did exceed the FL200 constrain for a period of time before descending to FL190.