Narrative:

As we took the runway we received a wind shear advisory for our runway. We were then given an improper heading from atc and asked for clarification. We received a new heading from tower and started out takeoff roll. There was an executive jet that was on more then a 5 mile final for 35 who decided to go around. As we were still on the takeoff roll tower started to give us a new heading. Once we were airborne they started calling again to get us to turn out of the way for the go around traffic. We complied once we climbed to 400 feet. Once over to departure we received a few more headings shortly after departure. We decided to keep the speed down because of the rough ride. Upon approach I called for gear down and we recognized that we had never put the gear up. We quickly evaluated the situation; regrouped and made a safe landing.we realized we had left the gear down when I called for gear down on approach. The distractions that ATC imposed on us were timed in such a way to break up the normal flow and provide just enough of a distraction. As the pilot flying I was focused on making sure we were complying with ATC instructions due to the faster traffic climbing behind us. Making sure we were both paying attention to any wind shear conditions provided another distraction. There was also a distraction while the checklist was being run. Then taking about keeping the speed low for the ride masked the fact that we had a lot more drag out. The power settings were not unusual.because we were on approach we had to quickly regroup and resume our normal duties. We had to make sure the stress of doing something like this effect our safety during the landing phase. After landing we taxied in and shut down; called maintenance and created a write up. As the pilot flying; I should have scanned all the systems and flight controls after takeoff to make sure the airplane was configured properly. It creates another barrier as a back up to the callout; checklist. Recognizing that we may have been task saturated and to make sure to really go over the airplane to make sure we are configured properly once we are in a lower work load phase of flight. Making sure the flaps and gear are up prior to calling for the after takeoff checklist.

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Original NASA ASRS Text

Title: DHC 8-100 flight crew reported being cleared for takeoff right after a windshear event on the runway they are using. The executive jet elects to go around as the DHC 8 rotates causing a conflict which ATC must unravel. The crew becomes distracted during this time and the landing gear is forgotten until it is time to extend on approach.

Narrative: As we took the runway we received a wind shear advisory for our runway. We were then given an improper heading from atc and asked for clarification. We received a new heading from tower and started out takeoff roll. There was an executive jet that was on more then a 5 mile final for 35 who decided to go around. As we were still on the takeoff roll tower started to give us a new heading. Once we were airborne they started calling again to get us to turn out of the way for the go around traffic. We complied once we climbed to 400 feet. Once over to departure we received a few more headings shortly after departure. We decided to keep the speed down because of the rough ride. Upon approach I called for gear down and we recognized that we had never put the gear up. We quickly evaluated the situation; regrouped and made a safe landing.We realized we had left the gear down when I called for gear down on approach. The distractions that ATC imposed on us were timed in such a way to break up the normal flow and provide just enough of a distraction. As the pilot flying I was focused on making sure we were complying with ATC instructions due to the faster traffic climbing behind us. Making sure we were both paying attention to any wind shear conditions provided another distraction. There was also a distraction while the checklist was being run. Then taking about keeping the speed low for the ride masked the fact that we had a lot more drag out. The power settings were not unusual.Because we were on approach we had to quickly regroup and resume our normal duties. We had to make sure the stress of doing something like this effect our safety during the landing phase. After landing we taxied in and shut down; called maintenance and created a write up. As the pilot flying; I should have scanned all the systems and flight controls after takeoff to make sure the airplane was configured properly. It creates another barrier as a back up to the callout; checklist. Recognizing that we may have been task saturated and to make sure to really go over the airplane to make sure we are configured properly once we are in a lower work load phase of flight. Making sure the flaps and gear are up prior to calling for the after takeoff checklist.

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.