Narrative:

On takeoff at about 100 ft we received the steering inoperative caution message. I told my first officer that we would get to that above 10;000 or when we got things slowed down from departure. There was a fairly strong crosswind on departure and I had to use the rudder pedals to counteract that. We ran the steering inop QRH at approximately 6000 ft. I continued to fly the aircraft and had the radios while my first officer ran the QRH. The way it was run the first time it was stated that we could not do anything while in the air. I then read aloud the QRH and mentioned that the point about being on the ground was just to let you know there is a system reset that can be run on the ground. We then ran the QRH and cycled the nose wheel steer switch and the message came back up. We read the next points and began to talk about our options. We were also flying very near and possibly into some buildups as we climbed and encountered moderate turbulence. This slowed the entire process down but we notified dispatch that we would need a tug on landing to taxi us to the gate.with the nose wheel steering off for landing we have to select the longest runway and limit crosswind. A check on the weather stated calm winds and we were both content to continue. I thought it was best to [advise ATC of the situation] based on a point referencing use of the rudder; differential braking and engine thrust to assist with directional control and in the unlikely event that the nose wheel went one direction or the other I wanted emergency vehicles as close as possible. My first officer agreed with this thought process. We were not expecting anything abnormal on the actual flight portion of the rest of the flight. At this time I handed control of the plane and radios to the first officer and communicated with both flight attendants about our current situation. We ran through a quick briefing and I told them I did not think the passengers needed to be in a brace position for landing but that they needed to be ready in case we had a problem. They were both very calm and understood my instructions. When we got on with center we [advised ATC] stating clearly we were fine for the flight but would need the longest runway on landing and would like the trucks standing by. We then briefed the arrival and once on with approach briefed for a landing. One further communication with the fas again and they were on top of things. They had two military in the cabin and put them in the exit row seats that were unoccupied should we need to exit via a wing. I then did brief the passengers about the nose wheel indication and that there would be fire trucks on arrival and after we came to a stop. The approach was a complete nonevent and on landing I kept the nose wheel in the air until the plane could no longer hold it off and then used the thrust reversers and was easily able to stay on centerline. Once clear of the runway both a fire and ops truck drove around and noticed nothing abnormal and after a few minutes the tug was there to pull us to [the gate]. I do believe the first officer and I came up with a plan that worked well. Maintenance did question why I didn't call once on the ground for the system reset and if this happened again I would consider that. I do not know the cause of the steering inoperative message.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported continuing to their destination after receiving a nose wheel steering inoperative caution message immediately after takeoff.

Narrative: On takeoff at about 100 ft we received the Steering INOP caution message. I told my FO that we would get to that above 10;000 or when we got things slowed down from departure. There was a fairly strong crosswind on departure and I had to use the rudder pedals to counteract that. We ran the steering inop QRH at approximately 6000 ft. I continued to fly the aircraft and had the radios while my FO ran the QRH. The way it was run the first time it was stated that we could not do anything while in the air. I then read aloud the QRH and mentioned that the point about being on the ground was just to let you know there is a system reset that can be run on the ground. We then ran the QRH and cycled the nose wheel steer switch and the message came back up. We read the next points and began to talk about our options. We were also flying very near and possibly into some buildups as we climbed and encountered moderate turbulence. This slowed the entire process down but we notified Dispatch that we would need a tug on landing to taxi us to the gate.With the nose wheel steering off for landing we have to select the longest runway and limit crosswind. A check on the weather stated calm winds and we were both content to continue. I thought it was best to [advise ATC of the situation] based on a point referencing use of the rudder; differential braking and engine thrust to assist with directional control and in the unlikely event that the nose wheel went one direction or the other I wanted emergency vehicles as close as possible. My FO agreed with this thought process. We were not expecting anything abnormal on the actual flight portion of the rest of the flight. At this time I handed control of the plane and radios to the FO and communicated with both flight attendants about our current situation. We ran through a quick briefing and I told them I did not think the passengers needed to be in a brace position for landing but that they needed to be ready in case we had a problem. They were both very calm and understood my instructions. When we got on with Center we [advised ATC] stating clearly we were fine for the flight but would need the longest runway on landing and would like the trucks standing by. We then briefed the arrival and once on with Approach briefed for a landing. One further communication with the FAs again and they were on top of things. They had two military in the cabin and put them in the exit row seats that were unoccupied should we need to exit via a wing. I then did brief the passengers about the nose wheel indication and that there would be fire trucks on arrival and after we came to a stop. The approach was a complete nonevent and on landing I kept the nose wheel in the air until the plane could no longer hold it off and then used the thrust reversers and was easily able to stay on centerline. Once clear of the runway both a fire and ops truck drove around and noticed nothing abnormal and after a few minutes the tug was there to pull us to [the gate]. I do believe the FO and I came up with a plan that worked well. Maintenance did question why I didn't call once on the ground for the system reset and if this happened again I would consider that. I do not know the cause of the Steering INOP message.

Data retrieved from NASA's ASRS site 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.