Dash 8-100
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Distraction
Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; General Maintenance Action
Human Factors
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.
We were given clearance to line up and wait 35 intersection K; traffic on 7 mile final. While in position; tower reported windshear of a loss of 25 kts runways 27 and 35. We were cleared for take off heading 300. I replied the take off clearance with a questioning tone on the heading since we normally get runway heading for a departure fix. Tower corrected the heading to 350. At this point the traffic on final for 35; reported they were going around. Tower gave them a 350 heading climb to 2;000. Tower gave us a heading of 330. I did not respond at that time because we were just short of v1/vr. Right after rotation; tower gave us the 330 heading again and I responded at that time. There was a short discussion on the flight deck of whether we should turn immediately or wait until 400 feet as we could see on the tcas the aircraft above that appeared to be right behind us. We decided to wait until 400 feet as tower did not give us an 'immediate turn' clearance. We received no TA/RA. We were in the turn to 330 and tower again gave us the 330 heading and contact departure. I checked in with dep climbing 1.1 to 3;000. I called 1;000 feet and we retracted the flaps. The executive jet checked in at 2;000 on a 360 heading. We discussed that we were climbing away from executive jet and that he should no longer be a factor. 1;500 feet and the Pilot Flying (PF) called for climb power after Take Off (TO) checklist. At this point we were given a 290 heading for our climb. I missed the gear not up on the after TO checklist. We were getting bumped around and expected for the ride to get worse as we flew over the ridges east and north of [the airport]; so we kept the speed at 180. Upon approach the PF called for gear down. That's when we discovered that it had been down the whole time. On the ground; I called dispatch and maintenance for the write up. The aircraft was released with a 7 day Differed Maintenance Item (DMI) and we continued back.When the PF called for the gear down; we realized it had been down the entire flight.We got distracted with multiple heading assignments due to the traffic going around. We got too focused on avoiding the traffic and missed getting the gear up and also missed that it wasn't up on the after TO checklist.When a PF transitions from TO to normal climb at 160-165; as they are accelerating it is a good time to double check the configuration of the air craft. We don't make turns until 400 feet; I think unless atc gives an immediate turn I'll wait until 400 feet for the read back. At that point we are over 1;000 fpm; it would only be less than 30 seconds. Aviate; navigate then communicate.We got distracted with multiple heading assignments due to the traffic going around. We got too foccused on avoiding the traffic and missed getting the gear up and also missed that it wasn't up on the after TO checklist.When a PF transitions from TO to normal climb at 160-165; as they are accelerating it is a good time to double check the configuation of the air craft. We don't make turns until 400 feet; I think unless atc gives an immediate turn I'll wait until 400 feet for the read back. At that point we are over 1;000 fpm; it would only be less than 30 seconds. Aviate; navigate then communicate.
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.