Narrative:

After liftoff we received a steering inoperative caution message. At a safe altitude I read the QRH including the notes that said to 'select the longest runway available.' after a brief discussion we opted to continue to our destination. Knowing that we would be assigned 9;000 foot xxr; we decided that we would have to request a longer runway. Xyl is the normal landing runway but the shorter of the two. Given our concern that we might not be able to make the 90 degree turnoffs from xyr; we opted for the slightly shorter xyl with high speed turnoffs even though it wasn't the 'longest runway available.' we did not declare an emergency or brief the flight attendants or passengers. The captain had experienced this message before and still had steering available. We decided to take precautions and prepare for it not to work; but not to get ATC or the cabin involved. Upon requesting the south complex on check in with approach; they asked the reason and after being told that we had a 'steering inoperative caution and our procedures required the longer runway' they declared an emergency for us. Checking in with tower resulted in a private tower frequency and arff equipment following us down the runway. On rollout we tried the steering to discover that it was indeed inoperative. Utilizing the high speed; the captain was able to turn off the runway and make shallow turns to clear the second runway. On the taxi we were unable to negotiate a turn and had to park and wait for a tug. The captain made an announcement to the passengers after we had a tug on the way to let them know why the equipment was surrounding us. The root cause was the steering inoperative message and the captain's belief that it was a nuisance message. Using the shorter xyl vs. Xyr was a prudent exception to the 'longest runway available' requirement due to the availability of the high speed turnoffs. Flight attendants were not briefed due to the belief that this was a non-event. The failure to brief the flight attendants or the passengers was due to the fact that we didn't believe that this event warranted it however had we known that ATC would declare an emergency for us or the reception with the emergency equipment it might have been prudent to avoid any serious concerns after landing.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-900 First Officer experiences a STEERING INOP caution message just after takeoff and is informed by the Captain that it is likely a nuisance alert. The crew continues to destination and elects to not declare an emergency or brief the flight attendants and passengers. An emergency is declared for the crew by ATC when a longer runway is requested and the reason for the request provided. During roll out it is discovered that the steering is truly inoperative and a tow to the gate is required.

Narrative: After liftoff we received a STEERING INOP caution message. At a safe altitude I read the QRH including the notes that said to 'select the longest runway available.' After a brief discussion we opted to continue to our destination. Knowing that we would be assigned 9;000 foot XXR; we decided that we would have to request a longer runway. XYL is the normal landing runway but the shorter of the two. Given our concern that we might not be able to make the 90 degree turnoffs from XYR; we opted for the slightly shorter XYL with high speed turnoffs even though it wasn't the 'longest runway available.' We did not declare an emergency or brief the flight attendants or passengers. The Captain had experienced this message before and still had steering available. We decided to take precautions and prepare for it not to work; but not to get ATC or the cabin involved. Upon requesting the south complex on check in with Approach; they asked the reason and after being told that we had a 'STEERING INOP caution and our procedures required the longer runway' they declared an emergency for us. Checking in with Tower resulted in a private Tower frequency and ARFF equipment following us down the runway. On rollout we tried the steering to discover that it was indeed INOP. Utilizing the high speed; the Captain was able to turn off the runway and make shallow turns to clear the second runway. On the taxi we were unable to negotiate a turn and had to park and wait for a tug. The Captain made an announcement to the passengers after we had a tug on the way to let them know why the equipment was surrounding us. The root cause was the STEERING INOP message and the Captain's belief that it was a nuisance message. Using the shorter XYL vs. XYR was a prudent exception to the 'longest runway available' requirement due to the availability of the high speed turnoffs. Flight attendants were not briefed due to the belief that this was a non-event. The failure to brief the flight attendants or the passengers was due to the fact that we didn't believe that this event warranted it however had we known that ATC would declare an emergency for us or the reception with the emergency equipment it might have been prudent to avoid any serious concerns after landing.

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.