Date: 201501
Local time of day: 1201-1800
Location: ORD.Airport, IL
Flight conditions: IMC
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ORD
ATC / advisory: TRACON C90
Aircraft component: Landing Gear
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Time Pressure; Confusion
Second reporter function: Captain; Pilot Flying
Anomaly: ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Automation Aircraft TA; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Procedure; Human Factors
Primary problem: Human Factors

Narrative: At 11000 feet ATC told us that we were to expect 28C at ORD. We were concerned about the landing weight due to the amount of shortcuts enroute we received. We decided to burn extra fuel to get under landing weight and lowered the flaps to 9 at 11000 feet 245 kts. We were given a descent to 8000 ft. Once level we also lowered the landing gear to burn more fuel. When on vectors for the approach we were then given a 180 turn; and assigned a different runway. While reprogramming the FMS and setting new ILS frequencies the Captain told me to put the gear up; which I did. Shortly afterwards we received a landing gear handle disagree on the EICAS. I was busy reprogramming the FMS and radios and did not look at the speed when I moved the lever; even though I am not required to. During the turn the plane was in 1/2 bank mode in which I did not realize; I was not the pilot flying. After 30 degrees of turn ATC said to increase the rate of turn because of inbound traffic to a different runway. We then received a traffic advisory (TA) due to the inbound traffic. The landing gear disagree may have been due to speed. At 230 kts. He then told me to put the gear back down which I did. During the turn we were slowing at a very fast rate and ATC continued to give us new vectors. By the time I was able to look down and see the speed we were already at 180 and slowing rapidly. I called out 'speed speed' and placed my hand behind the trust lever with the captains to advance it. We received the stick shaker as the plane was accelerating. The Captain called for gear up then reduced the thrust again. While in the turn still receiving vectors we received a second stick shaker in which the Captain immediately corrected. I finished programming the FMS and radios and the rest of the flight was uneventful. We oversped the gear cause of being reassigned a new runway coupled with landing weight issues and poor aircraft management. We received the shaker because of the EICAS warning coupled with the TA as well as handling multiple calls from ATC. We should have asked for an extended vector to allow time to set up for the new approach. And we should have left the gear in the down position while being vectored.


Second narrative: Due to an early ATC short-cut (nearly direct to field); headwinds less than predicted and landing RWYs 27/28(Straight-in). We projected landing above MLW. We leveled at FL200 (vice planned FL240); and descended early to 16;000. At 35 nm; below 10 k and 250 kts; flaps 9. Still project above MLW; 25 NM LG down.On vectors to final RWY 27L. At 20NM RWY changed to 28C; followed a few seconds later by a turn 180 degrees away from the field. I turned the HDG bug; but the aircraft was slow to turn. Re-selected HDG and noted in 1/2 bank. Touch Control Steering (TCS) autopilot (AP) off and rolled into 30 degree bank (as ATC was calling again to turn). My thought process now changed from needing to burn fuel (MLW) to saving fuel (going away from airport; weather getting worse and distant alternate). I was concentrating on alt; bank angle and heading; when I called for landing gear (LG) up. As my scan reached the airspeed I saw 220-230 kts and realized the over-speed. The LG showed in-transit; (amber) ECIS (LG/Lever disagree) I called for LG Down.During the turn I had the power back; anticipating LG retraction; at 180 Kts; flaps 9 and 30 degrees bank I added a little too much back pressure (was 200 ft. low; trying to correct) and got a momentary stick shaker.Powered up and bank reduction stopped stick shaker immediately. Once I rolled out; I slowed back to 180 kts; retracted LG; 200 kts retracted flaps. Autopilot on; verified new FMS/Nav data. Briefed new approach and sent message to Maintenance (MX).After landing waited for MX to add any info they needed to augment the write-up. Flight segments with unusual configuration; i.e.; LG extended early to burn fuel; require special attention. Anything being done outside the normal routine should be briefed as a specific event. Didn't plan to ever retract the LG; but when lowered early; I should have covered retraction limits and crew procedures and coordination for that contingency.


Synopsis: EMB145 flight crew reports arriving at their destination above maximum landing weight and attempting to burn down by extending their gear and flaps early. ATC changes the runway and issues vectors and the Captain elects to retract the gear but is above the maximum retraction speed when the First Officer raises the handle producing a gear disagree. A TCAS TA and two sticker events also occur during vectors for the new runway.