|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Operator||common carrier : air carrier|
|Make Model Name||Regional Jet CL65|
Undifferentiated or Other Model
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : taxi|
ground : maintenance
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Qualification||pilot : atp|
pilot : commercial
pilot : instrument
pilot : multi engine
pilot : private
|Experience||flight time last 90 days : 160|
flight time total : 6500
flight time type : 5400
|Anomaly||aircraft equipment problem : critical|
non adherence : published procedure
|Independent Detector||aircraft equipment other aircraft equipment : nose gear warning|
|Problem Areas||Flight Crew Human Performance|
|Primary Problem||Flight Crew Human Performance|
It was day 1; first leg of a 4 day trip. This was the first officer's second IOE trip; first leg with me. I was the PF. After rotation; the first officer raised the gear. We received a master warning and associated chimes; gear disagree and nose door warning messages. We continued the departure as normal. Once time permitted; I notified ATC of our situation then called for the QRH checklist. We were given vectors to the north of the airport to complete our tasks. I xferred the controls to the first officer once stabilized on altitude and heading. I contacted dispatch and maintenance to tell them of the situation. I informed them that I would be declaring an emergency as an extra precaution due to the overweight landing and the possibility of having no nosewheel steering upon landing. Maintenance made a confident comment that it was likely a nose gear pin. I agreed but planned for worst case scenario. I briefed the flight attendant then the passenger; apologizing for the inconvenience for the air return. I let them know that we would be unable to make it to our destination with the gear down due to wind resistance and fuel. I informed ATC that we were ready for the approach. It was an uneventful landing. I made sure to touch down at less than 300 FPM due to the overweight situation. We landed and exited at the end. We had 3 green throughout the approach and landing. The nosewheel steering seemed fine on the ground. We turned left off of the runway and held short of runway xxl. Tower cleared us across xxl and told us to contact ground. We had a busy environment in the cockpit. We contacted ground and were asked what ramp? We said that we didn't have a gate and were cleared straight ahead into ramp #2 with a B717 giving way to us. I quickly taxied into ramp #2 and stopped just past ramp #2 north side line. There were no aircraft around or readying to push. I quickly switched over to ramp frequency; contacted them; and told them of our emergency. The ramp controller lectured me about knowing that I needed to contact him before entering the ramp. I agreed and stated apologetically that I would fill out a report. I had been cleared into a ramp once before when declaring emergencys by tower and was somewhat over-tasked and got rushed. It is possible that I misheard the ground clearance. If this was the case then the contributing factors: 1) would be high workload and 2) allowing myself to rush.
Original NASA ASRS Text
Title: CL65 CAPT REPORTS NOSE GEAR WILL NOT RETRACT ON DEPARTURE. AFTER UNEVENTFUL LANDING REPORTER TAXIES ON TO RAMP WITHOUT PRIOR APPROVAL.
Narrative: IT WAS DAY 1; FIRST LEG OF A 4 DAY TRIP. THIS WAS THE FO'S SECOND IOE TRIP; FIRST LEG WITH ME. I WAS THE PF. AFTER ROTATION; THE FO RAISED THE GEAR. WE RECEIVED A MASTER WARNING AND ASSOCIATED CHIMES; GEAR DISAGREE AND NOSE DOOR WARNING MESSAGES. WE CONTINUED THE DEP AS NORMAL. ONCE TIME PERMITTED; I NOTIFIED ATC OF OUR SITUATION THEN CALLED FOR THE QRH CHKLIST. WE WERE GIVEN VECTORS TO THE N OF THE ARPT TO COMPLETE OUR TASKS. I XFERRED THE CTLS TO THE FO ONCE STABILIZED ON ALT AND HDG. I CONTACTED DISPATCH AND MAINT TO TELL THEM OF THE SITUATION. I INFORMED THEM THAT I WOULD BE DECLARING AN EMER AS AN EXTRA PRECAUTION DUE TO THE OVERWT LNDG AND THE POSSIBILITY OF HAVING NO NOSEWHEEL STEERING UPON LNDG. MAINT MADE A CONFIDENT COMMENT THAT IT WAS LIKELY A NOSE GEAR PIN. I AGREED BUT PLANNED FOR WORST CASE SCENARIO. I BRIEFED THE FLT ATTENDANT THEN THE PAX; APOLOGIZING FOR THE INCONVENIENCE FOR THE AIR RETURN. I LET THEM KNOW THAT WE WOULD BE UNABLE TO MAKE IT TO OUR DEST WITH THE GEAR DOWN DUE TO WIND RESISTANCE AND FUEL. I INFORMED ATC THAT WE WERE READY FOR THE APCH. IT WAS AN UNEVENTFUL LNDG. I MADE SURE TO TOUCH DOWN AT LESS THAN 300 FPM DUE TO THE OVERWT SITUATION. WE LANDED AND EXITED AT THE END. WE HAD 3 GREEN THROUGHOUT THE APCH AND LNDG. THE NOSEWHEEL STEERING SEEMED FINE ON THE GND. WE TURNED L OFF OF THE RWY AND HELD SHORT OF RWY XXL. TWR CLRED US ACROSS XXL AND TOLD US TO CONTACT GND. WE HAD A BUSY ENVIRONMENT IN THE COCKPIT. WE CONTACTED GND AND WERE ASKED WHAT RAMP? WE SAID THAT WE DIDN'T HAVE A GATE AND WERE CLRED STRAIGHT AHEAD INTO RAMP #2 WITH A B717 GIVING WAY TO US. I QUICKLY TAXIED INTO RAMP #2 AND STOPPED JUST PAST RAMP #2 N SIDE LINE. THERE WERE NO ACFT AROUND OR READYING TO PUSH. I QUICKLY SWITCHED OVER TO RAMP FREQ; CONTACTED THEM; AND TOLD THEM OF OUR EMER. THE RAMP CTLR LECTURED ME ABOUT KNOWING THAT I NEEDED TO CONTACT HIM BEFORE ENTERING THE RAMP. I AGREED AND STATED APOLOGETICALLY THAT I WOULD FILL OUT A RPT. I HAD BEEN CLRED INTO A RAMP ONCE BEFORE WHEN DECLARING EMERS BY TWR AND WAS SOMEWHAT OVER-TASKED AND GOT RUSHED. IT IS POSSIBLE THAT I MISHEARD THE GND CLRNC. IF THIS WAS THE CASE THEN THE CONTRIBUTING FACTORS: 1) WOULD BE HIGH WORKLOAD AND 2) ALLOWING MYSELF TO RUSH.
Data retrieved from NASA's ASRS site as of May 2009 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.