DURING CLBOUT; A WDB R MAIN LNDG GEAR DID NOT FULLY RETRACT CAUSING A HIGHER FUEL BURN TO DEST THAN ORIGINALLY PLANNED.

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LAX BOUND FOR DFW. AT APPROX XA00Z; FLT CALLED DISPATCH ON COMPANY FREQ. THEY SAID THEY HAD A COCKED LNDG GEAR (R GEAR); THAT WAS NOT FULLY RETRACTED. THEY WERE USING OPERATING MANUAL FOR REF ON AIRSPD. THEY HAD CALCULATED AND FELT THEY COULD CONTINUE FLT. ALSO; BASED ON LOOKING AT CHARTS USED FOR PLANNING OF FLT. I RECALCULATED FUEL BURN BASED ON 230 KIAS AT FL250. SINCE WX ENRTE WAS GOOD AND DEST; WE FELT CONTINUING FLT WAS POSSIBLE. CREW SAID FUEL FLOW WAS A LITTLE BETTER THAN CHARTS INDICATED. I REVISED RELEASE SHOWING DAL AS ALTN. THEY ARRIVED DFW AFTER BURNING ALTN FUEL AND INTO RESERVE. IF YOU USE THE ABNORMAL SECTION OF OPERATING MANUAL AND THAT AIRSPD; FUELS LOOK GOOD FOR CONTINUING FLT BASED ON WINDS/TEMPS STORED IN COMPANY COMPUTER. FLT OVER BURNED; BUT I'M NOT AWARE OF VARIABLES THAT HAPPEN IN FLT. IF YOU GO BACK AND USE CHARTS FOR PLANNING OF FLT. THEY ARE MUCH MORE RESTRICTIVE BASED ON ALL 3 GEARS DOWN. IF WORK LOAD WAS DIFFERENT AT THE TIME AND ALL THE PHONE CALLS TO MAINT REF GEAR PROB; PHONE PATCHES FOR MAINT TALKING TO CREW ETC; I MAY HAVE TALKED TO CREW MORE CLOSELY ON DIFFERENCE BTWN PLANNING FIGURES AND AFTER TKOF FIGURES.