Narrative:

Pushed off the gate and got a 'ground prox fault message.' called maintenance and was told to return to the gate. It took about 4 min to get to this point after push and another 10 to get a word in with ramp and rampers to park us. Maintenance fixed the plane and we pushed again. A few seconds after takeoff we received a antiskid inboard; gear disagree; park break sov; and gnd prox fault messages. The main gear was down and the nose gear was up. I was pilot flying. At 3000 ft. I called ATC to tell them that we had an issue and needed vectors. We were given 5000 and were vectored over [the airport] for the duration of the situation. The captain ran the QRH. He got to a point of 'no return' and and called maintenance to let them know about the issue. Maintenance control put a specialist on the radio. After confirming the steps necessary he continued with the QRH which directed pulling the manual gear handle and the gear handle. When the gear came down; all faults were cleared. While talking to maintenance control they said they would notify flight control for him. We also informed flight control directly of our situation and the need to burn off fuel. The dispatcher said 'do you have the gear and flaps down to help burn off fuel?' we responded 'yes.' we also sent an ACARS divert message and another ACARS message directly to the dispatcher that the burn off was taking longer than planned and our ETA at the gate. No emergency was declared as it was not necessary. After the gear went down; all faults/issues were gone and normal flight was resumed. We landed and taxied to the gate. The captain made several PA's to the passengers and calls to the flight attendant's updating them as to our situation.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CRJ200 flight crew returned to the departure airport following multiple system failures associated with the failure of the landing gear to retract normally. The flight's dispatcher took exception to their failure to confer with dispatch prior to making their diversion decisions.

Narrative: Pushed off the gate and got a 'ground prox fault message.' Called Maintenance and was told to return to the gate. It took about 4 min to get to this point after push and another 10 to get a word in with ramp and rampers to park us. Maintenance fixed the plane and we pushed again. A few seconds after takeoff we received a Antiskid Inboard; Gear disagree; park break SOV; and Gnd Prox Fault messages. The Main Gear was down and the nose gear was up. I was pilot flying. At 3000 ft. I called ATC to tell them that we had an issue and needed vectors. We were given 5000 and were vectored over [the airport] for the duration of the situation. The Captain ran the QRH. He got to a point of 'no return' and and called Maintenance to let them know about the issue. Maintenance Control put a specialist on the radio. After confirming the steps necessary he continued with the QRH which directed pulling the manual gear handle and the gear handle. When the gear came down; all faults were cleared. While talking to Maintenance Control they said they would notify Flight Control for him. We also informed Flight Control directly of our situation and the need to burn off fuel. The dispatcher said 'do you have the gear and flaps down to help burn off fuel?' We responded 'yes.' We also sent an ACARS divert message and another ACARS message directly to the dispatcher that the burn off was taking longer than planned and our ETA at the gate. No emergency was declared as it was not necessary. After the gear went down; all faults/issues were gone and normal flight was resumed. We landed and taxied to the gate. The Captain made several PA's to the passengers and calls to the Flight Attendant's updating them as to our situation.

Data retrieved from NASA's ASRS site as of April 2012 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.