Narrative:

On departure off runway 36 from ZZZ; experienced an afcs data invalid message just after rotation. The event dropped guidance from the flight director from both PIC and sic eadi's. The PIC was pilot monitoring; and the sic was pilot flying. After an attempt to reset the afcs for the phase of flight; the flight director modes were returned to normal operation. However; due to the timing of the failure; shortly after rotation; and the high workload phase of flight; the landing gear was left in the down position. The aircraft was configured for atmospheric icing conditions in level 2. Upon reaching acceleration altitude; the climb sequence was initiated; and the after takeoff flow was performed. Due to the necessity of passing red bug; before final flap retraction; there was a delay in the after takeoff checklist. To accelerate the aircraft. The pilot flying was advised to reduce pitch slightly. After vfto icing was reached; the flaps were retracted to 0. ATC advised frequency change to departure. Once on ZZZ departure; a new heading and altitude were issued. While this was occurring; the aircraft in a slightly reduced pitch climb; accelerated rapidly. The over speed aural clacker was observed and CM1 commanded a power reduction. Both pilots attention went first to the airspeed indicators which were noted at 172 kts. PIC and 168 kts. Sic; then to the flap handle and flap position indicator. They were observed to be in the proper position for phase of flight. However; it was noted that the gear was not in the proper position; and was the source of the over speed warning. The gear was retracted; and the after takeoff checklist was completed. The run was then completed with no further issues. Operations; maintenance control; and management were notified upon completion of the flight.after the over speed clacker was observed; both pilots attention went first to the airspeed indicators which were noted at 172 kts. PIC and 168 kts. Sic; then to the flap handle and flap position indicator. They were observed to be in the proper position for phase of flight. However; it was noted that the gear was not in the proper position; and was the source of the over speed warning.both pilots attention went first to the airspeed indicators which were noted at 172 kts. PIC and 168 kts. Sic; then to the flap handle and flap position indicator. They were observed to be in the proper position for phase of flight. However; it was noted that the gear was not in the proper position; and was the source of the over speed warning. The gear was retracted; and the after takeoff checklist was completed. The run was then completed with no further issues.follow proper SOP's concerning issues below acceleration altitude unless a greater emergency exists.

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Original NASA ASRS Text

Title: ATR42 First Officer reported that distraction during departure resulted in an overspeed condition with the landing gear still extended.

Narrative: On departure off Runway 36 from ZZZ; experienced an AFCS DATA invalid message just after rotation. The event dropped guidance from the flight director from both PIC and SIC EADI's. The PIC was Pilot Monitoring; and the SIC was Pilot Flying. After an attempt to reset the AFCS for the phase of flight; the flight director modes were returned to normal operation. However; due to the timing of the failure; shortly after rotation; and the high workload phase of flight; the landing gear was left in the down position. The aircraft was configured for atmospheric icing conditions in level 2. Upon reaching acceleration altitude; the climb sequence was initiated; and the after takeoff flow was performed. Due to the necessity of passing red bug; before final flap retraction; there was a delay in the after takeoff checklist. To accelerate the aircraft. The pilot flying was advised to reduce pitch slightly. After VFTO icing was reached; the flaps were retracted to 0. ATC advised frequency change to departure. Once on ZZZ Departure; a new heading and altitude were issued. While this was occurring; the aircraft in a slightly reduced pitch climb; accelerated rapidly. The over speed aural clacker was observed and CM1 commanded a power reduction. Both pilots attention went first to the airspeed indicators which were noted at 172 kts. PIC and 168 kts. SIC; then to the flap handle and flap position indicator. They were observed to be in the proper position for phase of flight. However; it was noted that the gear was not in the proper position; and was the source of the over speed warning. The gear was retracted; and the after takeoff checklist was completed. The run was then completed with no further issues. Operations; Maintenance Control; and Management were notified upon completion of the flight.After the over speed clacker was observed; both pilots attention went first to the airspeed indicators which were noted at 172 kts. PIC and 168 kts. SIC; then to the flap handle and flap position indicator. They were observed to be in the proper position for phase of flight. However; it was noted that the gear was not in the proper position; and was the source of the over speed warning.Both pilots attention went first to the airspeed indicators which were noted at 172 kts. PIC and 168 kts. SIC; then to the flap handle and flap position indicator. They were observed to be in the proper position for phase of flight. However; it was noted that the gear was not in the proper position; and was the source of the over speed warning. The gear was retracted; and the after takeoff checklist was completed. The run was then completed with no further issues.Follow proper SOP's concerning issues below acceleration altitude unless a greater emergency exists.

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.