Narrative:

On takeoff and gear retraction; we received a gear disagree master warning and coinciding nose door open message. We continued on course and completed tasks until it was safe to get into the QRH. I instructed the PF (pilot flying) to not exceed 200 kts as the nose gear appeared to be still down and locked. We told ATC we need to level at 7000 [feet] (top altitude on SID) and work a problem. I handed radios to PF/first officer (first officer) and began to work QRH. Fortunately with our situation; it was a fairly easy fix; we got the mains down and completed the QRH. I gave the flight attendant (flight attendant) a [briefing] and made a PA to the passengers; and sent a message to dispatch to notify; and also worked out a gate with ZZZ operations. We went ahead and [advised ATC] with ZZZ center just as a precaution. I had the first officer remain as PF as he felt comfortable with landing it. We touched down and made a normal landing and taxi to the gate. Maintenance met us on arrival and after their inspection; it appeared that the aircraft was fitted with a tow guard collar; it had come lose and slid up the nose strut and bent a bracket that hold a nose gear sensor.I think the [event] was handled well by the crew. These newly fitted tow guard collars' (first time I had seen one myself) seemed to have been the cause of this. Our mechanic talked to us about them and how they're fastened and instructed us to check them on the walk around and that if they appear to be moving up the strut; to call maintenance. The first officer does not remember seeing it moved up the strut on his preflight.I think that these new tow guard collars need to be looked at specifically on the walk around; not much information has been given to flight crews on these collars being put on the crj-200's. I do not know or think this is something that could have been prevented by us today; but in the future if I will be checking these devices and calling maintenance if they appear to be lose in any way; as they clearly can damage the nose landing gear.

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Original NASA ASRS Text

Title: CRJ flight crew reported a Nose Gear warning message on takeoff resulted in a return to the departure airport.

Narrative: On takeoff and gear retraction; we received a gear disagree master warning and coinciding nose door open message. We continued on course and completed tasks until it was safe to get into the QRH. I instructed the PF (Pilot Flying) to not exceed 200 kts as the nose gear appeared to be still down and locked. We told ATC we need to level at 7000 [feet] (top altitude on SID) and work a problem. I handed radios to PF/FO (First Officer) and began to work QRH. Fortunately with our situation; it was a fairly easy fix; we got the mains down and completed the QRH. I gave the FA (Flight Attendant) a [briefing] and made a PA to the passengers; and sent a message to Dispatch to notify; and also worked out a gate with ZZZ operations. We went ahead and [advised ATC] with ZZZ Center just as a precaution. I had the FO remain as PF as he felt comfortable with landing it. We touched down and made a normal landing and taxi to the gate. Maintenance met us on arrival and after their inspection; it appeared that the aircraft was fitted with a TOW Guard collar; it had come lose and slid up the nose strut and bent a bracket that hold a nose gear sensor.I think the [event] was handled well by the crew. These newly fitted TOW Guard collars' (first time I had seen one myself) seemed to have been the cause of this. Our mechanic talked to us about them and how they're fastened and instructed us to check them on the walk around and that if they appear to be moving up the strut; to call maintenance. The FO does not remember seeing it moved up the strut on his preflight.I think that these new TOW guard collars need to be looked at specifically on the walk around; not much information has been given to flight crews on these collars being put on the CRJ-200's. I do not know or think this is something that could have been prevented by us today; but in the future if I will be checking these devices and calling Maintenance if they appear to be lose in any way; as they clearly can damage the nose landing gear.

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.