Narrative:

As we were descending through 15;000 ft for the arrival; my first officer noticed that the gear and flap display came up on the pfd with the gear and flaps in the retracted position. We checked the flight control page and confirmed that there was no discrepancy in flap position. After a few minutes the gear and flap display disappeared. We discussed this and would notify maintenance of this anomaly when we arrived. A few moments later the same gear and flap display came up again; but this time there were amber hash marks in the nose wheel indication. A few seconds later we had a red triple chime master warning with a gear disagree audible message and a gear disagree cas message.I called; 'my controls; my radios; QRH gear disagree.' I reduced airspeed to 200 KTS and notified ATC that we had an issue and that we needed to slow. We began the QRH and as we got to 'hydraulic pumps 2 and 3B...on' the message went away. The next item is 'landing gear manual release...pull.' I told the first officer that before we did this we need to declare and emergency; brief the flight attendant of an emergency landing and that she would need to have the passengers brace. We need to contact the company and tell them that we had an emergency and that we were manually extending the gear due to a malfunction. I asked ATC to roll the trucks and advised that we had a landing gear issue. Fob and number of souls were given and I old them that we needed to be vectored off the arrival to perform some checklists and prepare for this landing. They complied with my requests. At this point I considered the fact that the message was gone and [if] we have to continue the QRH. Nowhere in this checklist does it say 'message extinguish...checklist complete.' I do not know what caused the gear disagree and reasoned that the best course of action was to continue the manual deployment of the gear according to the QRH. We continued the QRH; manually deployed the gear. Even though we had an indication of 3 green after the completion of the QRH; I knew that this is an independent system that would help assure us of a gear down and locked condition. We advised ATC of the possibility that our nose wheel steering may not be operative after we landed and steering may be difficult. We touched down lightly and I held off the nose wheel as long as I could and lightly brought the nose wheel down. I used great caution in breaking and reverse and used a majority off the runway to slow the aircraft. As we slowed I found the nose wheel steering operative.

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Original NASA ASRS Text

Title: CRJ-200 flight crew followed the QRH procedure after encountering gear and flap warning indications with the gear and flaps up. Flight crew elected to continue per the QRH even though the warnings were extinguished after a portion of the procedure was completed. Crew declared an emergency; performed manual gear extension; and landed uneventfully.

Narrative: As we were descending through 15;000 FT for the arrival; my First Officer noticed that the gear and flap display came up on the PFD with the gear and flaps in the retracted position. We checked the Flight Control page and confirmed that there was no discrepancy in flap position. After a few minutes the gear and flap display disappeared. We discussed this and would notify Maintenance of this anomaly when we arrived. A few moments later the same gear and flap display came up again; but this time there were amber hash marks in the nose wheel indication. A few seconds later we had a RED TRIPLE CHIME MASTER WARNING with a GEAR DISAGREE audible message and a GEAR DISAGREE CAS message.I called; 'My controls; my radios; QRH Gear Disagree.' I reduced airspeed to 200 KTS and notified ATC that we had an issue and that we needed to slow. We began the QRH and as we got to 'HYDRAULIC pumps 2 and 3B...ON' the message went away. The next item is 'LANDING GEAR MANUAL RELEASE...PULL.' I told the First Officer that before we did this we need to declare and emergency; brief the Flight Attendant of an emergency landing and that she would need to have the passengers brace. We need to contact the company and tell them that we had an emergency and that we were manually extending the gear due to a malfunction. I asked ATC to roll the trucks and advised that we had a landing gear issue. FOB and number of souls were given and I old them that we needed to be vectored off the arrival to perform some checklists and prepare for this landing. They complied with my requests. At this point I considered the fact that the message was gone and [if] we have to continue the QRH. Nowhere in this checklist does it say 'Message Extinguish...Checklist complete.' I do not know what caused the gear disagree and reasoned that the best course of action was to continue the manual deployment of the gear according to the QRH. We continued the QRH; manually deployed the gear. Even though we had an indication of 3 Green after the completion of the QRH; I knew that this is an independent system that would help assure us of a gear down and locked condition. We advised ATC of the possibility that our nose wheel steering may not be operative after we landed and steering may be difficult. We touched down lightly and I held off the nose wheel as long as I could and lightly brought the nose wheel down. I used great caution in breaking and reverse and used a majority off the runway to slow the aircraft. As we slowed I found the nose wheel steering operative.

Data retrieved from NASA's ASRS site as of July 2013 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.