A CRJ200 nose wheel steering EICAS alerted on takeoff but was corrected by QRH action. When the gear was lowered for landing the nose gear did not extend and so was lowered manually but the extension handle would not stow. An emergency was declared; the aircraft stopped on the runway and was subsequently towed to the gate.
Synopsis
A CRJ200 nose wheel steering EICAS alerted on takeoff but was corrected by QRH action. When the gear was lowered for landing the nose gear did not extend and so was lowered manually but the extension handle would not stow. An emergency was declared; the aircraft stopped on the runway and was subsequently towed to the gate.
Narrative
On takeoff at about 100 KTS we received a nose wheel steering inoperative caution message. My First Officer was pilot flying and I stated to continue the takeoff. After the initial takeoff phase; I gave all radios and flight controls to him and ran the QRH upon which the message cleared. We continued to our scheduled destination. The weather was winds 320/15 and almost clear skies. They were conducting visual approaches to Runway 31. We were about five miles out when selecting the gear down. Soon after we received nose wheel steering inoperative and gear disagree warning messages. It appeared that the main gear had come down but the nose gear was still in the up position. We went around; established roles in the cockpit like before and I ran the QRH. We also declared an emergency. We attempted to cycle the gear a couple of times but our attempts were unsuccessful. We used the manual gear extension to finally get the nose gear to come down; but then had difficulty stowing the handle; so we ultimately landed with the handle still in the pulled position. We also did a fly by with the tower once and then landed the second time. We prepared for a possible nose wheel steering inoperative as well on the roll out which we did receive. We landed on Runway 31 and brought the aircraft to a stop on centerline; shut down and configured for a tow into the gate. We had about 3;400 LBS when we first got the warnings and landed with 1;900 LBS. I communicated several times with the Flight Attendant and the passengers about our situation in the air as well as on the ground.
Second reporter narrative
Upon selection of gear down by pilot monitoring (Captain) we received a 'GEAR DISAGREE' message accompanied by a 'NOSE DOOR' warning. The gear in question was the nose gear which was still displayed as being UP. We initiated the go around and requested vectors while the Captain ran the QRH. The nose gear remained up until the QRH instructed us to pull the manual release handle. The nose gear was indicating locked and was confirmed by Tower. We transferred the controls making the Captain pilot flying and me (First Officer) pilot not flying as there were concerns about a nose wheel steering inoperative message that had occurred on about 100 KTS on takeoff. The warning was cleared with the QRH but even before the GEAR DISAGREE message we briefed the possibility that it may be an issue. The visual approach was made to Runway 31L and was uneventful. Upon touchdown the nose wheel steering inoperative message returned and the Captain did a great job keeping the aircraft perfectly on centerline. Arrangements were made to have a tug come out and retrieve us from the runway; but it took 30-40 minutes before it actually arrived. The Captain did a great job at making sure the flight attendant was informed and briefed. Despite his limited time with the company the Flight Attendant did a great job at remaining calm; reassuring passengers; and even did a drink service while we were waiting for the tug to come meet us. I have not received any information on what caused the malfunction. I have often thought it would be nice for pilots to have a way of looking up what the corrective action for certain mechanical problems were. I believe this would help increase our knowledge of aircraft systems as well as assist us in giving mechanics the information they need to troubleshoot any similar issues that happen in the future.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.