CRJ-200 flight crew reported landing gear disagree indications after takeoff. The flight crew elected to perform an air turn back; manually extended the landing gear and made a precautionary landing at departure airport.
Synopsis
CRJ-200 flight crew reported landing gear disagree indications after takeoff. The flight crew elected to perform an air turn back; manually extended the landing gear and made a precautionary landing at departure airport.
Narrative
Gear disagree warning message after retracting gear on takeoff. The two mains were showing up and locked and the nose gear was showing red. ATC gave us a climb to 7;000 ft. which we accepted. We ran the QRH until we got to the point of pulling the gear manual extension handle. We decided to wait on that until we figure out where we were going. Per the QRH we could go no faster than 200 kts. Using the minimum drag speed chart we decided we could fly at 15;000 ft. at that 200 kts. Knowing this we calculated that we could get to ZZZ and still be about 800 lbs. above our reserve fuel level on landing. We sent this info to Dispatch and had them run the fuel burns for those parameters to double check us. They agreed with what we had determined and it was decided we would continue to ZZZ. We did request priority handling and wanted the trucks standing by in case the nose gear did collapse; we also did not know if our nose wheel steering was going to be operative. About 15 minutes prior to landing we completed the QRH checklist and successfully got the gear down and locked with 3 green using the manual release handle. We landed and taxied to the gate with no further issues.
Second reporter narrative
Aircraft X flight from ZZZ to ZZZ1. On departure out of ZZZ at the point when the Captain (Pilot Flying) called for gear up we were alerted with a oral warning and a red EICAS warning message stating 'GEAR DISAGREE'. Looking at the gear visual display we saw that the nose gear was in a non-normal flight position. At this time the Captain and I elected to maintain 200 kts. and continue the climb to 3;000 ft. The Captain called for the Gear Disagree QRH checklist. We ran the checklist and it directed us to maintain 200 kts. We continued the checklist and informed Air Traffic Control of the situation. Air Traffic Control gave us a climb up to 7;000 ft. initially and asked for intentions. At that time we had be messaging Dispatch of the situation received fuel burns and found a safe altitude in our company manuals for the aircraft's weight and speed restriction at 15;000 ft. to save fuel. We advised Air Traffic Control that we were requesting priority handling and continuing to ZZZ as we had the fuel to safely complete the flight and they could provide the appropriate services if needed. On the downwind leg into ZZZ we manually extended the landing gear per QRH and completed the checklist. We elected to land on XXR and upon completion of the landing and exiting runway we advised ATC that no further assistance was required and we taxied to the gate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.