Narrative:

After rotation; during main gear retraction; we received a master warning caution. The captain announced to continue takeoff and we continued a generally normal takeoff profile. The aircraft audibly announced either 'gear disagree' or 'gear bay door.' during the climb out I remember hearing both; I don't remember which came first. I glanced down and saw 'nose gear' and 'gear bay door' master cautions.after 1;000 feet AGL seeing the issue involved the landing gear I set the speed bug to accelerate to 200 knots; but no greater speed while we diagnosed the situation. We delayed flap retraction to fully understand the problem and till we could figure out what the situation entailed.tower passed us off to departure. The captain attempted to cycle the gear; placing the gear handle back into the down position. If I remember correctly; the warnings disappeared as the gear deployed. He again attempted to retract the landing gear and the master caution returned with a gear disagree warning. I remember looking at the landing gear EICAS indications with the gear handle up and seeing a green down indication for the nose gear and white slashed boxes for the main gears. Understanding the nose gear would not retract we retracted flaps and continued on the SID.upon initial contact with departure between 2;500 and 3;500 feet MSL he advised departure we were experiencing a landing gear issue and we were going to need to return to [departure airport]. Departure gave us a heading off of the SID and amended our climb to 7;000 feet. ATC vectored us around the north side of [the airport] for a visual landing. The captain used the maintenance frequency to contact maintenance in the air and advised them we had a nose gear stuck down. They were not very helpful and told us to contact maintenance control or dispatch.ATC asked if we wanted [priority handling] and the captain declined; but advised ATC the reason for the return was our nose gear was failing to retract. We began to set up for a visual approach backed up by the ILS. We utilized speed card numbers for approach speeds. The captain was very efficient in coordinating our return. I was communicating with ATC at one point and did not hear all of his coordinating conversations however he did also contact the flight attendant to advise her of the situation and what to expect on landing and he sent an ACARS message to dispatch advising our air return. In our brief coordinating conversations as we prepared to land he advised me to touch down as gently as possible (understanding that this would be a heavy weight landing). I followed the glide slope and localizer down by hand and touched down on the mains gently (I did not see the vsi) with about 1/3 of the landing zone remaining and I held the nose off setting it down gently and cautiously to test the nose wheel's stability. After landing we taxied without any additional issues to a gate and swapped aircraft to complete the flight. ATC was very helpful; efficient and accommodating in our air return.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ200 First Officer reported a failure of the nose gear to properly retract after takeoff.

Narrative: After rotation; during main gear retraction; we received a master warning caution. The Captain announced to continue takeoff and we continued a generally normal takeoff profile. The aircraft audibly announced either 'gear disagree' or 'gear bay door.' During the climb out I remember hearing both; I don't remember which came first. I glanced down and saw 'nose gear' and 'gear bay door' master cautions.After 1;000 feet AGL seeing the issue involved the landing gear I set the speed bug to accelerate to 200 knots; but no greater speed while we diagnosed the situation. We delayed flap retraction to fully understand the problem and till we could figure out what the situation entailed.Tower passed us off to Departure. The Captain attempted to cycle the gear; placing the gear handle back into the down position. If I remember correctly; the warnings disappeared as the gear deployed. He again attempted to retract the landing gear and the master caution returned with a gear disagree warning. I remember looking at the landing gear EICAS indications with the gear handle up and seeing a green down indication for the nose gear and white slashed boxes for the main gears. Understanding the nose gear would not retract we retracted flaps and continued on the SID.Upon initial contact with Departure between 2;500 and 3;500 feet MSL he advised departure we were experiencing a landing gear issue and we were going to need to return to [departure airport]. Departure gave us a heading off of the SID and amended our climb to 7;000 feet. ATC vectored us around the north side of [the airport] for a visual landing. The Captain used the maintenance frequency to contact Maintenance in the air and advised them we had a nose gear stuck down. They were not very helpful and told us to contact Maintenance Control or Dispatch.ATC asked if we wanted [priority handling] and the Captain declined; but advised ATC the reason for the return was our nose gear was failing to retract. We began to set up for a visual approach backed up by the ILS. We utilized speed card numbers for approach speeds. The Captain was very efficient in coordinating our return. I was communicating with ATC at one point and did not hear all of his coordinating conversations however he did also contact the flight attendant to advise her of the situation and what to expect on landing and he sent an ACARS message to Dispatch advising our air return. In our brief coordinating conversations as we prepared to land he advised me to touch down as gently as possible (understanding that this would be a heavy weight landing). I followed the glide slope and localizer down by hand and touched down on the mains gently (I did not see the VSI) with about 1/3 of the landing zone remaining and I held the nose off setting it down gently and cautiously to test the nose wheel's stability. After landing we taxied without any additional issues to a gate and swapped aircraft to complete the flight. ATC was very helpful; efficient and accommodating in our air return.

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.