A CRJ200 was maintenance ferried with the nose steering inoperative per the MEL. On approach had lan...

Attributes
ACN	698810
Time
Date	200605
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : zzz.airport
State Reference	US
Altitude	msl single value : 2400
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tower : zzz.tower
Operator	common carrier : air carrier
Make Model Name	Regional Jet 200 ER&LR
Operating Under FAR Part	Part 91
Flight Phase	descent : approach
Route In Use	approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : first officer
Experience	flight time last 90 days : 100 flight time total : 6000 flight time type : 3000
ASRS Report	698810
Person 2
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Experience	flight time last 90 days : 180 flight time total : 6800 flight time type : 5340
ASRS Report	698809
Events
Anomaly	aircraft equipment problem : critical
Independent Detector	other flight crewa other flight crewb
Resolutory Action	controller : issued new clearance flight crew : declared emergency flight crew : executed go around
Consequence	other
Supplementary
Problem Areas	Chart Or Publication Aircraft Flight Crew Human Performance
Primary Problem	Aircraft

Narrative:

We ferried the aircraft with the nosewheel steering inoperative. We didn't think that to be an issue because the MEL even states that we could have carried non-revenue passenger with nosewheel steering inoperative. On approach; the captain called for gear down. I put the gear down and we got a warning stating; 'gear disagreement' and one with; 'nose door open.' we executed a go around and discovered that the 2 main gear indicated down but the nose gear indicated up. As there are 2 'gear disagreement' checklists (1 for up and 1 for down); and some of our gear were down and some up; we ran them both to make sure. The nose gear did extend and lock. We declared an emergency at this point at ZZZ. On about an 8 mi final; fully configured to land; we received a caution message: hydraulic 3 over temperature. Ran the checklist and idented hydraulic pump 3A to be the problem (we had hydraulic pumps 3B and 2(?) on for the previous problem). The temperature settled down to 90 degrees C (green) and the message went away. Upon landing we taxied to the hangar. We didn't have steering so we had to be towed in to the hangar. After the shutdown checklist was complete (per maintenance personnel's instruction); they hooked us up and began towing us to the hangar. At that point; hydraulic #3 overtemp caution came on again. I was on the radio with maintenance at the time; so I just asked him if he wanted me to turn the hydraulic pump 3B off as well. He said yes; and I did so and the message went away. Callback conversation with reporter revealed the following information: the reporter stated the #3 hydraulic system powers the nose steering; nose and main landing gear extension and retraction; gear doors and brakes. The problem with the nose steering was a selector valve but this was only speculation and the reporter has received no factual information from maintenance. The cause of the nose gear extension and the #3 overtemp is unknown.

Original NASA ASRS Text

Title: A CRJ200 WAS MAINT FERRIED WITH THE NOSE STEERING INOP PER THE MEL. ON APCH HAD LNDG GEAR DISAGREEMENT. FLT CREW EXECUTED GAR; RAN CHKLISTS; GOT NOSE GEAR EXTENDED; AND ON FINAL GOT HYD #3 OVERTEMP WARNING.

Narrative: WE FERRIED THE ACFT WITH THE NOSEWHEEL STEERING INOP. WE DIDN'T THINK THAT TO BE AN ISSUE BECAUSE THE MEL EVEN STATES THAT WE COULD HAVE CARRIED NON-REVENUE PAX WITH NOSEWHEEL STEERING INOP. ON APCH; THE CAPT CALLED FOR GEAR DOWN. I PUT THE GEAR DOWN AND WE GOT A WARNING STATING; 'GEAR DISAGREEMENT' AND ONE WITH; 'NOSE DOOR OPEN.' WE EXECUTED A GAR AND DISCOVERED THAT THE 2 MAIN GEAR INDICATED DOWN BUT THE NOSE GEAR INDICATED UP. AS THERE ARE 2 'GEAR DISAGREEMENT' CHKLISTS (1 FOR UP AND 1 FOR DOWN); AND SOME OF OUR GEAR WERE DOWN AND SOME UP; WE RAN THEM BOTH TO MAKE SURE. THE NOSE GEAR DID EXTEND AND LOCK. WE DECLARED AN EMER AT THIS POINT AT ZZZ. ON ABOUT AN 8 MI FINAL; FULLY CONFIGURED TO LAND; WE RECEIVED A CAUTION MESSAGE: HYD 3 OVER TEMP. RAN THE CHKLIST AND IDENTED HYD PUMP 3A TO BE THE PROB (WE HAD HYD PUMPS 3B AND 2(?) ON FOR THE PREVIOUS PROB). THE TEMP SETTLED DOWN TO 90 DEGS C (GREEN) AND THE MESSAGE WENT AWAY. UPON LNDG WE TAXIED TO THE HANGAR. WE DIDN'T HAVE STEERING SO WE HAD TO BE TOWED IN TO THE HANGAR. AFTER THE SHUTDOWN CHKLIST WAS COMPLETE (PER MAINT PERSONNEL'S INSTRUCTION); THEY HOOKED US UP AND BEGAN TOWING US TO THE HANGAR. AT THAT POINT; HYD #3 OVERTEMP CAUTION CAME ON AGAIN. I WAS ON THE RADIO WITH MAINT AT THE TIME; SO I JUST ASKED HIM IF HE WANTED ME TO TURN THE HYD PUMP 3B OFF AS WELL. HE SAID YES; AND I DID SO AND THE MESSAGE WENT AWAY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE #3 HYD SYS POWERS THE NOSE STEERING; NOSE AND MAIN LNDG GEAR EXTENSION AND RETRACTION; GEAR DOORS AND BRAKES. THE PROB WITH THE NOSE STEERING WAS A SELECTOR VALVE BUT THIS WAS ONLY SPECULATION AND THE RPTR HAS RECEIVED NO FACTUAL INFO FROM MAINT. THE CAUSE OF THE NOSE GEAR EXTENSION AND THE #3 OVERTEMP IS UNKNOWN.

Data retrieved from NASA's ASRS site as of January 2009 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.

A CRJ200 was maintenance ferried with the nose steering inoperative per the MEL. On approach had landing gear disagreement. Flight crew executed go around; ran checklists; got nose gear extended; and on final got hydraulic #3 overtemp warning.