Narrative:

Normal takeoff and on the initial climbout received a master caution for inbd anti-skid and parking brake sov. Continued with the takeoff profile and advised ATC that we would need to level off to run QRH procedures. Upon reviewing ed-1; noticed the landing gear was still down and locked three green. We ran the QRH procedure and there were not many actions to be taken other than to increase landing distance by 75% and to exercise extreme caution upon landing because the brakes may lock up causing blown tires and possible egress off the runway. Upon realization of the danger of landing; we declared an emergency with ATC and requested vectors for the longest runway at our departure airport. We also checked the hydraulic system and found system 1 was very low pressure; quantity was good; but strangely enough there was no hydraulic 1 low press caution. We received vectors for an approach; but with all the communication between flight crew; operations; dispatch; and ATC; the approach was never really stabilized and we deviated from the localizer course; even though we had the field in sight the entire time. We were approximately 6-7 NM from the runway when the aircraft went through the approach course. I felt that we were too rushed for time; and given the fact that we had plenty of fuel it was best to execute and go-around which I executed. Following the go-around profile the gear actually came up this time and the master caution messages extinguished. We then had more time to align the aircraft with the runway and execute a stabilized visual approach. Completing the before landing checklist; the gear functioned properly and we received the 3 green indications and continued for an uneventful landing. Taxi in and parking was also uneventful.the root cause of this event is that after calling positive rate; gear up and selecting the gear to the up position they remained down and locked with 3 green indications. With all that was going on in the flight deck and declaring the emergency; our first approach had to be abandoned because the aircraft did not capture the localizer due to the fact the FMS was not properly set on the approach course for the runway.I would suggest not let ATC try to rush you on the approach until verifying all actions needing to be done for an approach are met and the aircraft is completely configured and stabilized the way you want for the approach.

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Original NASA ASRS Text

Title: After takeoff a CRJ-200 Master Caution alerted INBD ANTI-SKID and PARKING BRAKE SOV; so as the crew began QRH procedures they realized the landing gear had not retracted. They request a return to land; but on the first approach executed a go-around because they were not stabilized. After the go-around the gear retraction operated normally.

Narrative: Normal takeoff and on the initial climbout received a Master Caution for INBD ANTI-SKID and PARKING BRAKE SOV. Continued with the takeoff profile and advised ATC that we would need to level off to run QRH procedures. Upon reviewing ED-1; noticed the landing gear was still down and locked three green. We ran the QRH procedure and there were not many actions to be taken other than to increase landing distance by 75% and to exercise extreme caution upon landing because the brakes may lock up causing blown tires and possible egress off the runway. Upon realization of the danger of landing; we declared an emergency with ATC and requested vectors for the longest runway at our departure airport. We also checked the hydraulic system and found System 1 was very low pressure; quantity was good; but strangely enough there was no HYD 1 LOW PRESS caution. We received vectors for an approach; but with all the communication between flight crew; Operations; Dispatch; and ATC; the approach was never really stabilized and we deviated from the localizer course; even though we had the field in sight the entire time. We were approximately 6-7 NM from the runway when the aircraft went through the approach course. I felt that we were too rushed for time; and given the fact that we had plenty of fuel it was best to execute and go-around which I executed. Following the go-around profile the gear actually came up this time and the Master Caution messages extinguished. We then had more time to align the aircraft with the runway and execute a stabilized visual approach. Completing the Before Landing Checklist; the gear functioned properly and we received the 3 Green indications and continued for an uneventful landing. Taxi in and parking was also uneventful.The root cause of this event is that after calling Positive Rate; Gear Up and selecting the gear to the up position they remained down and locked with 3 Green Indications. With all that was going on in the flight deck and declaring the emergency; our first approach had to be abandoned because the aircraft did not capture the localizer due to the fact the FMS was not properly set on the approach course for the runway.I would suggest not let ATC try to rush you on the approach until verifying all actions needing to be done for an approach are met and the aircraft is completely configured and stabilized the way you want for the approach.

Data retrieved from NASA's ASRS site 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.