Narrative:

At 11000 feet ATC told us that we were to expect 28C at ord. We were concerned about the landing weight due to the amount of shortcuts enroute we received. We decided to burn extra fuel to get under landing weight and lowered the flaps to 9 at 11000 feet 245 kts. We were given a descent to 8000 ft. Once level we also lowered the landing gear to burn more fuel. When on vectors for the approach we were then given a 180 turn; and assigned a different runway. While reprogramming the FMS and setting new ILS frequencies the captain told me to put the gear up; which I did. Shortly afterwards we received a landing gear handle disagree on the EICAS. I was busy reprogramming the FMS and radios and did not look at the speed when I moved the lever; even though I am not required to. During the turn the plane was in 1/2 bank mode in which I did not realize; I was not the pilot flying. After 30 degrees of turn ATC said to increase the rate of turn because of inbound traffic to a different runway. We then received a traffic advisory (TA) due to the inbound traffic. The landing gear disagree may have been due to speed. At 230 kts. He then told me to put the gear back down which I did. During the turn we were slowing at a very fast rate and ATC continued to give us new vectors. By the time I was able to look down and see the speed we were already at 180 and slowing rapidly. I called out 'speed speed' and placed my hand behind the trust lever with the captains to advance it. We received the stick shaker as the plane was accelerating. The captain called for gear up then reduced the thrust again. While in the turn still receiving vectors we received a second stick shaker in which the captain immediately corrected. I finished programming the FMS and radios and the rest of the flight was uneventful. We oversped the gear cause of being reassigned a new runway coupled with landing weight issues and poor aircraft management. We received the shaker because of the EICAS warning coupled with the TA as well as handling multiple calls from ATC. We should have asked for an extended vector to allow time to set up for the new approach. And we should have left the gear in the down position while being vectored.

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Original NASA ASRS Text

Title: EMB145 flight crew reports arriving at their destination above maximum landing weight and attempting to burn down by extending their gear and flaps early. ATC changes the runway and issues vectors and the Captain elects to retract the gear but is above the maximum retraction speed when the First Officer raises the handle producing a gear disagree. A TCAS TA and two sticker events also occur during vectors for the new runway.

Narrative: At 11000 feet ATC told us that we were to expect 28C at ORD. We were concerned about the landing weight due to the amount of shortcuts enroute we received. We decided to burn extra fuel to get under landing weight and lowered the flaps to 9 at 11000 feet 245 kts. We were given a descent to 8000 ft. Once level we also lowered the landing gear to burn more fuel. When on vectors for the approach we were then given a 180 turn; and assigned a different runway. While reprogramming the FMS and setting new ILS frequencies the Captain told me to put the gear up; which I did. Shortly afterwards we received a landing gear handle disagree on the EICAS. I was busy reprogramming the FMS and radios and did not look at the speed when I moved the lever; even though I am not required to. During the turn the plane was in 1/2 bank mode in which I did not realize; I was not the pilot flying. After 30 degrees of turn ATC said to increase the rate of turn because of inbound traffic to a different runway. We then received a traffic advisory (TA) due to the inbound traffic. The landing gear disagree may have been due to speed. At 230 kts. He then told me to put the gear back down which I did. During the turn we were slowing at a very fast rate and ATC continued to give us new vectors. By the time I was able to look down and see the speed we were already at 180 and slowing rapidly. I called out 'speed speed' and placed my hand behind the trust lever with the captains to advance it. We received the stick shaker as the plane was accelerating. The Captain called for gear up then reduced the thrust again. While in the turn still receiving vectors we received a second stick shaker in which the Captain immediately corrected. I finished programming the FMS and radios and the rest of the flight was uneventful. We oversped the gear cause of being reassigned a new runway coupled with landing weight issues and poor aircraft management. We received the shaker because of the EICAS warning coupled with the TA as well as handling multiple calls from ATC. We should have asked for an extended vector to allow time to set up for the new approach. And we should have left the gear in the down position while being vectored.

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.