LNDG GEAR SELECTOR OVERRIDE NEEDED TO RAISE THE GEAR ON TKOF. THE ACFT WOULD NOT PRESSURIZE; THE TKOF WARNING HORN COULD NOT BE SILENCED; AND THE XPONDER WAS NOT WORKING.

Narrative

IMMEDIATELY AFTER TKOF; UPON RAISING THE GEAR; THE OVERRIDE SWITCH ON GEAR HANDLE HAD TO BE ENGAGED TO GET THE GEAR UP. THE TKOF WARNING HORN STARTED TO GO OFF AND WE COULD NOT SILENCE IT. THEN; ATC TOLD US OUR XPONDER WAS NOT WORKING. THEN; I NOTICED THE CABIN WAS NOT PRESSURIZING PROPERLY. WITH THESE SEVERAL MALFUNCTIONS COMBINED WITH FLYING THE AIRPLANE IN THE TKOF PHASE OF FLT; IT WAS ABOUT 10 MINS BEFORE I HAD TIME TO READ THE FLT OPS MANUAL AND FOLLOW THE RECOMMENDED PROC. THE PROC STATED THAT PRESSURIZATION WAS TO BE OPERATED IN THE STANDBY MODE AND THAT THE CIRCUIT BREAKER FOR THE WARNING HORN SHOULD BE PULLED. WITH THE EXCEPTION OF THE INOP XPONDER; THE FLT CONTINUED UNEVENTFULLY FOR ABOUT 40 MINS. THEN; THE CABIN BEGAN TO FILL WITH A STRANGE ODOR AND SMOKE. WE FOLLOWED THE NECESSARY SMOKE ELIMINATION PROC AND DSNDED TO 10000 FT. BECAUSE OF ALL THE PROBS; WE ELECTED TO DIVERT TO DFW. OUR PROCS DO NOT ADDRESS ANY OF THE PROBS ASSOCIATED WITH A MALFUNCTION OF THE LNDG GEAR LIKE WE HAD. THE BOEING 737 MANUAL IS MUCH MORE INFORMATIVE; AND STATES THAT A LNDG SHOULD BE MADE AT NEAREST SUITABLE AIRFIELD. THE ACR MANUAL SHOULD BE CHANGED TO COMPLY WITH BOEING'S PROCS.