Narrative:

After gear retraction on take-off we received the gear disagree warning message. The nose wheel was in an unknown position. We contacted departure to let them know the situation and that we had to maintain 200 KTS airspeed to work the checklist. We leveled off at 12;000 ft and performed the QRH duties. I swapped duties with my first officer and became the pilot flying as he got out of his seat to pull the manual gear extension handle. When it was fully extracted we received three green signals on the pfd. The gear was down and locked and we continued to [destination] with no emergency. After the gear situation we received a bleed air duct warning message. We performed the QRH checklist which left us without wing heat and thrust reverse. At the time we were in icing conditions. We notified approach that we needed to descend down to a lower altitude to get out of icing as we had no wing heat. We descended to 5;000 ft which was below the icing conditions and continued without any further incidents. ATC was aware of both situations and we did not declare an emergency. Upon landing we had nose wheel steering and taxied to the gate. Maintenance met the aircraft. I think the company needs to pay closer attention to serious maintenance malfunctions and hone in on the repeat write-ups. The issue with the landing gear seems to happen more often than it should and I don't think they are adequately addressing the problem. The gear had the same problem a week prior so I was aware that it could happen again. I had briefed my first officer about the previous write up at the gate prior to our first departure of the day in that aircraft.

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Original NASA ASRS Text

Title: A CRJ-200 Captain reported a nose gear problem after takeoff that was solved with the procedure; but upon arrival at destination they had a Bleed Air Duct warning message. The reporter suggested maintenance may be indicated.

Narrative: After gear retraction on take-off we received the Gear Disagree Warning message. The nose wheel was in an unknown position. We contacted Departure to let them know the situation and that we had to maintain 200 KTS airspeed to work the checklist. We leveled off at 12;000 FT and performed the QRH duties. I swapped duties with my First Officer and became the pilot flying as he got out of his seat to pull the manual gear extension handle. When it was fully extracted we received three green signals on the PFD. The gear was down and locked and we continued to [destination] with no emergency. After the gear situation we received a Bleed Air Duct warning message. We performed the QRH checklist which left us without wing heat and thrust reverse. At the time we were in icing conditions. We notified Approach that we needed to descend down to a lower altitude to get out of icing as we had no wing heat. We descended to 5;000 FT which was below the icing conditions and continued without any further incidents. ATC was aware of both situations and we did not declare an emergency. Upon landing we had nose wheel steering and taxied to the gate. Maintenance met the aircraft. I think the company needs to pay closer attention to serious maintenance malfunctions and hone in on the repeat write-ups. The issue with the landing gear seems to happen more often than it should and I don't think they are adequately addressing the problem. The gear had the same problem a week prior so I was aware that it could happen again. I had briefed my First Officer about the previous write up at the gate prior to our first departure of the day in that aircraft.

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.