Narrative:

I was the pilot not flying for the flight to ZZZ. I completed a detailed preflight inspection of the aircraft and found no signs of any mechanical or safety related issues. I also opened the nosewheel doors to confirm the removal of any gear pins that may have been put in place. As the last of the passengers boarded the aircraft; we pushed back from gate normally and completed all associated checklists up to the 'before takeoff' checklist. We followed and got in position for runway 30R. When we were #1 at runway 30R we were cleared to position and hold on runway 30R. The captain and I completed the 'runway items' check and all indications on the EICAS were good and there were no amber or red messages displayed. We were cleared for takeoff and we proceeded with the takeoff roll. There were no indications of a problem at 80 KTS; so we continued with the takeoff. The takeoff was normal through rotation. As I brought the landing gear lever to the up position and hit the speed mode and heading mode buttons on the fcp; we got a master warning triple chime and annunciator; followed by 2 aural messages; 'gear disagreement' and 'nose door.' this occurred at around 850 ft AGL. I silenced the triple chime warning and called out 'gear disagreement.' captain asked for the 'after takeoff checklist.' after completing the 'after takeoff checklist;' we notified ATC of our situation and requested vectors for a box pattern to sort out the situation. After talking to ATC; I proceeded with the 'gear disagreement' emergency checklist in my pom. Upon going through the emergency checklist for the gear disagreement; the captain stated he would do the checklist and transferred control of flying the aircraft over to me along with taking care of ATC communications. As the captain was completing the emergency checklist; I was flying the aircraft in a box pattern north of the ZZZ airport at 7;000 ft at 200 KIAS. After completing the checklist; the captain radioed maintenance control via dispatch. After talking with maintenance control about the situation and confirming that the landing gear was down and 3 green with no persisting master warning or caution messages; we decided to declare an emergency with ATC and get vectors back to ZZZ. The captain and I figured that we may not have nosewheel steering upon landing. After declaring an emergency with ATC and giving them pertinent info; we were vectored for the visual to runway xa. The flight proceeded to the visual runway xa with no other problems. I transferred back the controls to the captain after we started vectors to the visual to runway xa. I then completed the 'descent check' and 'approach check' and also calculated that we would land below our maximum landing weight of 47;000 pounds. A landing was made uneventfully and we did have nosewheel steering ability upon landing on runway X. We had ZZZ airport crash fire rescue on the scene immediately but no action was required. We taxied to gate. Upon arriving at the gate; we talked with maintenance there and they said the nosewheel strut was flat.

Google
 

Original NASA ASRS Text

Title: CRJ200 experiences failure of the nose gear to retract after takeoff. Return to departure airport.

Narrative: I was the Pilot Not Flying for the flight to ZZZ. I completed a detailed preflight inspection of the aircraft and found no signs of any mechanical or safety related issues. I also opened the nosewheel doors to confirm the removal of any gear pins that may have been put in place. As the last of the passengers boarded the aircraft; we pushed back from gate normally and completed all associated checklists up to the 'before takeoff' checklist. We followed and got in position for Runway 30R. When we were #1 at Runway 30R we were cleared to position and hold on Runway 30R. the Captain and I completed the 'runway items' check and all indications on the EICAS were good and there were no amber or red messages displayed. We were cleared for takeoff and we proceeded with the takeoff roll. There were no indications of a problem at 80 KTS; so we continued with the takeoff. The takeoff was normal through rotation. As I brought the landing gear lever to the up position and hit the Speed Mode and Heading Mode buttons on the FCP; we got a Master Warning Triple Chime and Annunciator; followed by 2 aural messages; 'Gear Disagreement' and 'Nose Door.' This occurred at around 850 FT AGL. I silenced the triple chime warning and called out 'Gear Disagreement.' Captain asked for the 'After Takeoff Checklist.' After completing the 'After Takeoff Checklist;' we notified ATC of our situation and requested vectors for a box pattern to sort out the situation. After talking to ATC; I proceeded with the 'Gear Disagreement' Emergency Checklist in my POM. Upon going through the Emergency Checklist for the Gear Disagreement; the Captain stated he would do the checklist and transferred control of flying the aircraft over to me along with taking care of ATC communications. As the Captain was completing the Emergency Checklist; I was flying the aircraft in a box pattern north of the ZZZ Airport at 7;000 FT at 200 KIAS. After completing the checklist; the Captain radioed Maintenance Control via Dispatch. After talking with Maintenance Control about the situation and confirming that the landing gear was down and 3 green with no persisting Master Warning or caution messages; we decided to declare an emergency with ATC and get vectors back to ZZZ. The Captain and I figured that we may not have nosewheel steering upon landing. After declaring an emergency with ATC and giving them pertinent info; we were vectored for the visual to Runway XA. The flight proceeded to the visual Runway XA with no other problems. I transferred back the controls to the Captain after we started vectors to the visual to Runway XA. I then completed the 'Descent Check' and 'Approach Check' and also calculated that we would land below our maximum landing weight of 47;000 LBS. A landing was made uneventfully and we did have nosewheel steering ability upon landing on Runway X. We had ZZZ Airport Crash Fire Rescue on the scene immediately but no action was required. We taxied to gate. Upon arriving at the gate; we talked with Maintenance there and they said the nosewheel strut was flat.

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.