A CRJ100 crew failed to raise the aircraft's landing gear after takeoff from a busy airport but reco...

Attributes
ACN	687916
Time
Date	200602
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : cmi.airport
State Reference	IL
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : cmi.tower
Operator	common carrier : air carrier
Make Model Name	Regional Jet CL65 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	climbout : initial
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 150 flight time total : 15000 flight time type : 3000
ASRS Report	687916
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	non adherence : published procedure other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	flight crew : regained aircraft control other
Supplementary
Problem Areas	Airport Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Narrative:

After takeoff and during the initial climb; a low rumbling noise was coming from the nose area. It sounded as if a service door was open. It wasn't a door; the landing gear was not raised after takeoff. An interesting chain of events follows. Our departure was from runway 22 at cmi. There were many university of illinois training aircraft in the pattern for runway 22 doing touch-and-goes; low approachs; etc. Their pattern is busy and the spacing is tight. Holding short of runway 22 we were given a new altitude. We were then given position and hold. There was a piper arrow that had just landed and was doing a touch-and-go. On his climb out he turned left to stay in the pattern. At the start of his turn we received our takeoff clearance with a right turn to 360 degrees. The aircraft was light and accelerated rapidly. After liftoff the first officer said clear right and at 400 ft I started the turn with a very high deck angle to hold V2 +10 KTS. In the turn the noise was noticeable and as the airspeed built up the noise and rumble increased. No kidding; flap retraction was normal and we leveled at 5000 ft quickly. With the 'odd' sound we stayed below 200 KTS to troubleshoot. I knew we could not continue with an open door so we requested to return to cmi. I asked for flaps 8 degrees and 20 degrees then gear down. The first officer's response was that the gear was already down. I checked my speed; let off some off color language and asked for gear up. After telling everyone; departure; flight attendant; operations; etc; that the problem was solved we continued to cvg. I think the contributing factors fall into the typical category. We started the day early in omh. I was tired. Cmi is a busy little airport; lots of distrs; easy to get out of your 'groove.' some task overloading and missing standard calls. A quick call from tower to contact departure; looking for and concerned about traffic; all this added up and I missed the obvious.

Original NASA ASRS Text

Title: A CRJ100 CREW FAILED TO RAISE THE ACFT'S LNDG GEAR AFTER TKOF FROM A BUSY ARPT BUT RECOGNIZED THE ERROR WHILE RETURNING TO LAND FOR THE EXCESS NOISE.

Narrative: AFTER TKOF AND DURING THE INITIAL CLB; A LOW RUMBLING NOISE WAS COMING FROM THE NOSE AREA. IT SOUNDED AS IF A SVC DOOR WAS OPEN. IT WASN'T A DOOR; THE LNDG GEAR WAS NOT RAISED AFTER TKOF. AN INTERESTING CHAIN OF EVENTS FOLLOWS. OUR DEP WAS FROM RWY 22 AT CMI. THERE WERE MANY UNIVERSITY OF ILLINOIS TRAINING ACFT IN THE PATTERN FOR RWY 22 DOING TOUCH-AND-GOES; LOW APCHS; ETC. THEIR PATTERN IS BUSY AND THE SPACING IS TIGHT. HOLDING SHORT OF RWY 22 WE WERE GIVEN A NEW ALT. WE WERE THEN GIVEN POS AND HOLD. THERE WAS A PIPER ARROW THAT HAD JUST LANDED AND WAS DOING A TOUCH-AND-GO. ON HIS CLBOUT HE TURNED L TO STAY IN THE PATTERN. AT THE START OF HIS TURN WE RECEIVED OUR TKOF CLRNC WITH A R TURN TO 360 DEGS. THE ACFT WAS LIGHT AND ACCELERATED RAPIDLY. AFTER LIFTOFF THE FO SAID CLR R AND AT 400 FT I STARTED THE TURN WITH A VERY HIGH DECK ANGLE TO HOLD V2 +10 KTS. IN THE TURN THE NOISE WAS NOTICEABLE AND AS THE AIRSPD BUILT UP THE NOISE AND RUMBLE INCREASED. NO KIDDING; FLAP RETRACTION WAS NORMAL AND WE LEVELED AT 5000 FT QUICKLY. WITH THE 'ODD' SOUND WE STAYED BELOW 200 KTS TO TROUBLESHOOT. I KNEW WE COULD NOT CONTINUE WITH AN OPEN DOOR SO WE REQUESTED TO RETURN TO CMI. I ASKED FOR FLAPS 8 DEGS AND 20 DEGS THEN GEAR DOWN. THE FO'S RESPONSE WAS THAT THE GEAR WAS ALREADY DOWN. I CHKED MY SPD; LET OFF SOME OFF COLOR LANGUAGE AND ASKED FOR GEAR UP. AFTER TELLING EVERYONE; DEP; FLT ATTENDANT; OPS; ETC; THAT THE PROB WAS SOLVED WE CONTINUED TO CVG. I THINK THE CONTRIBUTING FACTORS FALL INTO THE TYPICAL CATEGORY. WE STARTED THE DAY EARLY IN OMH. I WAS TIRED. CMI IS A BUSY LITTLE ARPT; LOTS OF DISTRS; EASY TO GET OUT OF YOUR 'GROOVE.' SOME TASK OVERLOADING AND MISSING STANDARD CALLS. A QUICK CALL FROM TWR TO CONTACT DEP; LOOKING FOR AND CONCERNED ABOUT TFC; ALL THIS ADDED UP AND I MISSED THE OBVIOUS.

Data retrieved from NASA's ASRS site as of January 2009 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.

A CRJ100 crew failed to raise the aircraft's landing gear after takeoff from a busy airport but recognized the error while returning to land for the excess noise.