Narrative:

While on approach we received a gear disagree warning message with the right main landing gear showing not down. At this point the captain notified tower we needed to break off the approach and run a checklist. I was the pilot flying so the captain ran the QRH. As he went through it he got to the point of pulling the manual release handle. At this point I asked him if I could take a look at it first to make sure we were not missing anything. I read in the notations about cycling the gear and stated my desire to cycle the gear. He stated that he'd either seen this in the sim or heard of other guys cycling the gear and then it exacerbated the problem. He continued with the checklist and pulled the handle and the gear still wouldn't come down. He notified company; talked to the passengers and flight attendant while I flew and spoke with ATC. The checklist took us to the point of gear up/unsafe landing. We flew over the tower at 2500 ft so ATC and crash fire rescue equipment (crash fire rescue) could take a look at the gear and confirm it was up. They confirmed it was up so we prepared for a gear up landing and notified company of our intentions to land gear up. At some point close to here we transferred controls so the captain could do the landing. We burnt down to 1000 pounds and were returning to land when we received an ACARS from company saying to cycle the gear. I asked the captain if he wanted me to and he said yes. I pulled the gear handle up and got three white up lights then pulled the gear handle down and got three green downs. We notified the passengers and tower we had all good indications but to have crash fire rescue equipment standing by just in case. We landed; stopped on the runway and notified everyone that we were okay and able to taxi to the gatei believe the QRH can lead to some confusion in this instance. I was always taught in training to read everything in the QRH from left to right/top to bottom. The notations I think should be labeled as action steps as to not confuse the reader. I suggested cycling the gear to the captain because of the notation but the captain has more time on the aircraft so I put my trust in him. As noted above he said he has heard of other guys having problems by pulling the gear back up. Overall I think the crew did an excellent job with the problem that presented itself. The flight attendant did an especially good job at briefing the passengers and directing them for the possibility of a rough landing.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported landing gear malfunction on approach necessitating a go-around.

Narrative: While on approach we received a GEAR DISAGREE warning message with the right main landing gear showing not down. At this point the Captain notified tower we needed to break off the approach and run a checklist. I was the pilot flying so the Captain ran the QRH. As he went through it he got to the point of pulling the manual release handle. At this point I asked him if I could take a look at it first to make sure we were not missing anything. I read in the notations about cycling the gear and stated my desire to cycle the gear. He stated that he'd either seen this in the sim or heard of other guys cycling the gear and then it exacerbated the problem. He continued with the checklist and pulled the handle and the gear still wouldn't come down. He notified company; talked to the passengers and flight attendant while I flew and spoke with ATC. The checklist took us to the point of Gear Up/Unsafe Landing. We flew over the tower at 2500 ft so ATC and CFR (Crash Fire Rescue) could take a look at the gear and confirm it was up. They confirmed it was up so we prepared for a gear up landing and notified company of our intentions to land gear up. At some point close to here we transferred controls so the Captain could do the landing. We burnt down to 1000 pounds and were returning to land when we received an ACARS from company saying to cycle the gear. I asked the Captain if he wanted me to and he said yes. I pulled the gear handle up and got three white up lights then pulled the gear handle down and got three green downs. We notified the passengers and tower we had all good indications but to have CFR standing by just in case. We landed; stopped on the runway and notified everyone that we were okay and able to taxi to the gateI believe the QRH can lead to some confusion in this instance. I was always taught in training to read everything in the QRH from left to right/top to bottom. The notations I think should be labeled as action steps as to not confuse the reader. I suggested cycling the gear to the Captain because of the notation but the Captain has more time on the aircraft so I put my trust in him. As noted above he said he has heard of other guys having problems by pulling the gear back up. Overall I think the crew did an excellent job with the problem that presented itself. The flight attendant did an especially good job at briefing the passengers and directing them for the possibility of a rough landing.

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.