B727 FLC CONTINUED TO DEST AFTER VISUALLY CHKING THE L MAIN LNDG GEAR IN THE UP AND LOCKED POS WHICH THE GEAR POS INDICATOR DID NOT SNOW.

Narrative

OUR B727 HAD 4 CONSECUTIVE WRITE-UPS ON THE L MAIN LNDG GEAR. THIS ACFT HAD AN UNSAFE LNDG GEAR INDICATION AFTER TKOF WHEN THE GEAR HANDLE WAS IN THE UP AND OFF POS INFLT. OUR FLC WAS ASSIGNED THIS ACFT TO FLY FROM LAS-DFW. BEFORE ACCEPTING THIS FLT; OUR CAPT CALLED THE CHIEF PLT AND EXPRESSED HIS CONCERNS AND ASKED QUESTIONS: 1) DO WE REALLY KNOW THE ACFT IS FIXED? 2) SHOULD IT BE TEST FLOWN FIRST? 3) SHOULD WE HAVE PAX ON BOARD? HIS RESPONSE WAS THAT IF THE MECH WAS SIGNING IT OFF; IT WAS GOOD TO GO. WITH THIS IN MIND; WE DEPARTED LAS FOR DFW. AFTER TKOF; WE HAD THE RED GEAR LIGHT AND THE GREEN GEAR LIGHT FOR THE L-HAND MAIN LNDG GEAR WITH THE GEAR HANDLE IN THE UP OR OFF POS. AFTER LEAVING 10000 FT; WE ACARS THE COMPANY AND STOPPED CLB AT 15000 FT AND HAD A PHONE PATCH WITH COMPANY. WE INDICATED THAT WE DID NOT HAVE A CHKLIST FOR THIS TYPE OF INDICATION PROB. AT THAT TIME I WENT BACK TO THE MAIN CABIN TO VERIFY THE GEAR WAS UP AND LOCKED BY LOOKING THROUGH THE VIEWING PORTS. AFTER CONFIRMING THAT THE GEAR WAS UP AND LOCKED WE CONTINUED OUR FLT TO DFW. UPON REACHING DFW; WE EXTENDED THE LNDG GEAR NORMALLY AND EARLY. I VERIFIED THAT IT WAS DOWN AND LOCKED VISUALLY BY LOOKING THROUGH THE VIEWING PORTS. ALL INDICATIONS WERE NORMAL; AND A NORMAL LNDG WAS MADE.