Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 230; Flight Crew Total 10800; Flight Crew Type 7500
Workload; Training / Qualification; Distraction; Troubleshooting
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Aircraft; Procedure; Human Factors; Equipment / Tooling
Flight boarded uneventfully with nothing unusual with the preflight and boarding process. At the end of the pushback; somehow the tow bar became disconnected from the nose gear. The nose gear free caster and was out of position when we came to a stop and the tow bar must have bumped against the nose gear at the same time before coming to a stop. The Captain set the brake and asked ground personnel what happened. The tug operator told us the tow bar became disconnected and the nose wheel spun around. The Captain asked if anything had broken and the ground crew responded with no; but the nose wheels had spun around. The Captain told the ground crew to use the tow bar to reposition the nose wheels to the correct position for connecting the scissors. After discussing what to do; then we decided an inspection of the nose gear before departing would be prudent. The Captain elected to inspect the nose gear for damage and I stayed on the flight to ride the brakes. We contacted the Flight Attendant informing her of what had happened. Then I made a PA to the passengers about the pushback and the Captain going outside to inspect the nose gear. The Captain exited the aircraft and inspected the nose gear along with several ground personnel. Upon completion of the inspection the Captain and ground personnel had not detected any structural damage to the aircraft. After the inspection was completed the Captain made the decision to continue with the flight. We called ground for taxi and started taxiing to the runway. The Captain made note that the rudder petals and the nose wheel steering operated normally; no different than our previous flights in that aircraft. Ground Control informed us of a hold for release time of a half hour. I completed a PA to the passengers and talked to the Flight Attendant about the wheels up time. Ten minutes prior to release we restarted engines and continued taxiing to the runway. After departing the positive rate; gear up calls were made. I selected the gear up and we received two master warning messages. The QRH procedures were followed for Nose Door Open and Gear Disagree. The nose gear indicated down and green with both main gear up and locked. We checked the landing distance from the flight standards manual; declared an emergency; and notified the station of our return. After completing all checklists; discussing the overweight landing and checking the numbers; talking to the Flight Attendant; making a PA to the passengers; we completed a normal landing in the normal landing configuration back at the departure airport. After clearing the runway; we had fire and rescue inspected the outside of the aircraft and the nose gear for a leaking fluid or any noticeable damage and they reported the aircraft looked fine with no apparent damage. After the report from fire and rescue we taxied back to the gate and disembarked the passengers. The Captain then called Maintenance and entered the write ups in the logbook. Contract Maintenance arrived and talked with Maintenance Control to start trouble shooting the problem and later stated that he would not have noticed the damage had he not been told to specifically inspect the sensor lines. Develop procedures that ensure the tow bar is connected correctly; and or routine inspections of tow bars for worn or damaged parts that can cause this problem while repositioning aircraft. Also make pilots and ground personnel more aware of how easily wiring on the landing gear can be damaged with no easily noticeable markings.
We were on a spot on the ramp which allowed me to go out and inspect the nose gear myself. Along with ramp agents; I looked everything over; the assembly; the tires and wheels. Nothing appeared abnormal. There were no broken wires; fluid leaks or apparent damage. The nose gear had castered around so the ramp agents retrieved another tow bar to straighten the gear and re-connect the steering 'scissors'. I returned to the cockpit and we informed the Flight Attendant and passengers of the situation. I also briefed the First Officer on what I saw; and if there was the slightest indication of a problem during taxi out; that we would return to the gate. The taxi and take-off were normal. On initial climb when the First Officer selected GEAR-UP; we received 'NOSE DOOR OPEN' and 'GEAR DISAGREE' WARNING messages. We continued the climb to 3;000 FT. We informed ATC that we had a landing gear problem and needed time to troubleshoot the situation.In retrospect I thought that taking the extra step of inspecting the nose gear myself instead of taking the ramp agent's word for it would suffice. Afterward; however I now realize there were additional resources I should have taken advantage of: 1) Since the First Officer has done many more walk-arounds than I have; I should have had him inspect it also; to get his opinion. 2) Another resource would have been to have the Local Contract Maintenance Technician inspect the nose gear. Later while talking to the Technician that did come out; he stated that he most likely would have missed the damage also. Not until after our Maintenance Control instructed the Local Maintenance Technician on what to look for; was he able to recognize the damage.
A CRJ200 became disconnected from the tow bar at the pushback's end and the nose wheel spun. The Captain found no damage after examining it and they departed only to have the nose gear not retract; so an emergency was declared and the flight returned to the departure airport.