Narrative:

We were given clearance for the ILS approach via direct zzzzz intersection and to cross [the fix] no lower than 3000 feet. This was about a 90-degree intercept to the final approach course from our present position. I was the pilot flying. We had been level at 3000 feet direct to zzzzz intersection when I had begun configuring the aircraft. As the aircraft began to turn to intercept the final inbound course; I noticed that we were very close to glide slope intercept and still hadn't fully configured. As we began to descend to the final approach fix; a go around was decided to be the safest course of action since we were not going to be in a stable position to land. During the go around on the missed approach procedure; I called for the gear to be retracted and that was when the captain noticed an irregular noise coming from the landing gear. The gear was recycled at which point we received a 'gear disagree' warning message. The gear was then left extended. We leveled off and notified ATC of the issue and stated our initial intentions. We did not [advise ATC of our condition] at this point. The captain then notified the flight attendants of the situation and asked them to prepare the cabin and spoke with the passengers. At this point I was flying the aircraft and requesting vectors from ATC. The captain then began the gear disagree QRH procedure for the gear up position. The warning message had cleared and the landing gear was indicating down and locked. Approach asked if we would like emergency vehicles present; to which we agreed would be beneficial as a precaution. There was a commuting captain onboard who spoke with our captain over the intercom system who suggested that we attempt an approach to have tower control visually confirm that the gear was down. We had over an hour of fuel onboard and decided to attempt this. After finishing the abnormal and normal checklists; I transferred the controls back to the captain who flew the next approach. As we conducted the approach; an aircraft holding short of the runway was able to see that our gear was down. We then executed the assigned missed approach and notified ATC of our final intentions. The captain did a final briefing with the flight attendants and the passengers; notifying that we would be executing a landing. Even though the system was indicating normal we opted to have the passengers in the brace position as an extra safety precaution. The captain completed the approach to landing. As we landed; we were able to taxi to the gate with no issues and were met by emergency vehicles; which were then waived off. During the post flight walk around; no irregularities were observed with the landing gear. After the passengers deplaned; the crew debriefed on how the situation was handled overall.

Google
 

Original NASA ASRS Text

Title: CRJ-900 flight crew executed a missed approach due to proximity to the glideslope and airport without being fully configured for landing. Upon missed approach a gear disagree light presented the crew with a troubleshooting issue but the issue resolved itself and the flight landed without incident.

Narrative: We were given clearance for the ILS approach via direct ZZZZZ Intersection and to cross [the fix] no lower than 3000 feet. This was about a 90-degree intercept to the final approach course from our present position. I was the pilot flying. We had been level at 3000 feet direct to ZZZZZ Intersection when I had begun configuring the aircraft. As the aircraft began to turn to intercept the final inbound course; I noticed that we were very close to glide slope intercept and still hadn't fully configured. As we began to descend to the final approach fix; a go around was decided to be the safest course of action since we were not going to be in a stable position to land. During the go around on the missed approach procedure; I called for the gear to be retracted and that was when the captain noticed an irregular noise coming from the landing gear. The gear was recycled at which point we received a 'GEAR DISAGREE' warning message. The gear was then left extended. We leveled off and notified ATC of the issue and stated our initial intentions. We did not [advise ATC of our condition] at this point. The captain then notified the flight attendants of the situation and asked them to prepare the cabin and spoke with the passengers. At this point I was flying the aircraft and requesting vectors from ATC. The captain then began the GEAR DISAGREE QRH procedure for the Gear Up position. The Warning message had cleared and the landing gear was indicating down and locked. Approach asked if we would like emergency vehicles present; to which we agreed would be beneficial as a precaution. There was a commuting captain onboard who spoke with our captain over the intercom system who suggested that we attempt an approach to have tower control visually confirm that the gear was down. We had over an hour of fuel onboard and decided to attempt this. After finishing the abnormal and normal checklists; I transferred the controls back to the captain who flew the next approach. As we conducted the approach; an aircraft holding short of the runway was able to see that our gear was down. We then executed the assigned missed approach and notified ATC of our final intentions. The captain did a final briefing with the flight attendants and the passengers; notifying that we would be executing a landing. Even though the system was indicating normal we opted to have the passengers in the brace position as an extra safety precaution. The captain completed the approach to landing. As we landed; we were able to taxi to the gate with no issues and were met by emergency vehicles; which were then waived off. During the post flight walk around; no irregularities were observed with the landing gear. After the passengers deplaned; the crew debriefed on how the situation was handled overall.

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.