Narrative:

I was the non-flying pilot on this; the second leg of our day 4. Received a nosewheel steering inoperative master caution minutes after takeoff in climb. Continued climb to assigned altitude; referred and complied with company QRH procedures which had us cycle the nose wheel steering switch. We also slowed to an acceptable speed to cycle the gear to see if that would take away the message. All procedures were complied with; though the message persisted. The procedures to land with the north.west.south. Inop included landing at the longest runway. There was also a risk of further incidents (on the ground) if a long safe landing was not done. 30 minutes into the flight; we had adequate fuel to return and do multiple missed approaches if necessary; (+70 minutes). After discussing options with dispatch/maintenance/ops; ATC; and crew; checking weather reports and informing our passengers; we declared an emergency; returned and landed and taxied by tug off the runway to the gate. Dispatch had given us an option to continue; sighting that the NWS caution message may go out; though after cycling the gear with the message persisting this option didn't seem feasible. ATC was very helpful throughout the event.

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Original NASA ASRS Text

Title: CRJ-200 Captain and the Dispatcher involved describe a return to field due to a steering inop caution message received at cruise altitude. Landing is uneventful and the aircraft is towed to the gate.

Narrative: I was the non-flying pilot on this; the second leg of our day 4. Received a NOSEWHEEL STEERING INOP Master Caution minutes after takeoff in climb. Continued climb to assigned altitude; referred and complied with Company QRH procedures which had us cycle the Nose Wheel steering switch. We also slowed to an acceptable speed to cycle the gear to see if that would take away the message. All procedures were complied with; though the message persisted. The procedures to land with the N.W.S. inop included landing at the longest runway. There was also a risk of further incidents (on the ground) if a long safe landing was not done. 30 minutes into the flight; we had adequate fuel to return and do multiple missed approaches if necessary; (+70 minutes). After discussing options with Dispatch/Maintenance/Ops; ATC; and crew; checking weather reports and informing our passengers; we declared an emergency; returned and landed and taxied by tug off the runway to the gate. Dispatch had given us an option to continue; sighting that the NWS caution message may go out; though after cycling the gear with the message persisting this option didn't seem feasible. ATC was very helpful throughout the event.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.