A CRJ200 WAS MAINT FERRIED WITH THE NOSE STEERING INOP PER THE MEL. ON APCH HAD LNDG GEAR DISAGREEMENT. FLT CREW EXECUTED GAR; RAN CHKLISTS; GOT NOSE GEAR EXTENDED; AND ON FINAL GOT HYD #3 OVERTEMP WARNING.

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WE FERRIED THE ACFT WITH THE NOSEWHEEL STEERING INOP. WE DIDN'T THINK THAT TO BE AN ISSUE BECAUSE THE MEL EVEN STATES THAT WE COULD HAVE CARRIED NON-REVENUE PAX WITH NOSEWHEEL STEERING INOP. ON APCH; THE CAPT CALLED FOR GEAR DOWN. I PUT THE GEAR DOWN AND WE GOT A WARNING STATING; 'GEAR DISAGREEMENT' AND ONE WITH; 'NOSE DOOR OPEN.' WE EXECUTED A GAR AND DISCOVERED THAT THE 2 MAIN GEAR INDICATED DOWN BUT THE NOSE GEAR INDICATED UP. AS THERE ARE 2 'GEAR DISAGREEMENT' CHKLISTS (1 FOR UP AND 1 FOR DOWN); AND SOME OF OUR GEAR WERE DOWN AND SOME UP; WE RAN THEM BOTH TO MAKE SURE. THE NOSE GEAR DID EXTEND AND LOCK. WE DECLARED AN EMER AT THIS POINT AT ZZZ. ON ABOUT AN 8 MI FINAL; FULLY CONFIGURED TO LAND; WE RECEIVED A CAUTION MESSAGE: HYD 3 OVER TEMP. RAN THE CHKLIST AND IDENTED HYD PUMP 3A TO BE THE PROB (WE HAD HYD PUMPS 3B AND 2(?) ON FOR THE PREVIOUS PROB). THE TEMP SETTLED DOWN TO 90 DEGS C (GREEN) AND THE MESSAGE WENT AWAY. UPON LNDG WE TAXIED TO THE HANGAR. WE DIDN'T HAVE STEERING SO WE HAD TO BE TOWED IN TO THE HANGAR. AFTER THE SHUTDOWN CHKLIST WAS COMPLETE (PER MAINT PERSONNEL'S INSTRUCTION); THEY HOOKED US UP AND BEGAN TOWING US TO THE HANGAR. AT THAT POINT; HYD #3 OVERTEMP CAUTION CAME ON AGAIN. I WAS ON THE RADIO WITH MAINT AT THE TIME; SO I JUST ASKED HIM IF HE WANTED ME TO TURN THE HYD PUMP 3B OFF AS WELL. HE SAID YES; AND I DID SO AND THE MESSAGE WENT AWAY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE #3 HYD SYS POWERS THE NOSE STEERING; NOSE AND MAIN LNDG GEAR EXTENSION AND RETRACTION; GEAR DOORS AND BRAKES. THE PROB WITH THE NOSE STEERING WAS A SELECTOR VALVE BUT THIS WAS ONLY SPECULATION AND THE RPTR HAS RECEIVED NO FACTUAL INFO FROM MAINT. THE CAUSE OF THE NOSE GEAR EXTENSION AND THE #3 OVERTEMP IS UNKNOWN.