Narrative:

Flight progressed normally to departure and calls were normal on takeoff; at the positive-rate; gear-up call we noticed a sound from the nose-wheel. I had briefed a hand flown departure to 10k; but when I heard the nose wheel making a strange noise I called autopilot on. It sounded like the nose gear was trying to come up; but it was getting hung up on something. All 3 indicators where showing amber. After about 15 seconds the nose indicator turned red and we got a 'gear disagreement master' warning. We continued the flap retraction schedule and kept the airspeed at 200 KIAS. After we cleaned up the aircraft I called for the emergency checklist for gear disagreement warning. I flew the aircraft and handled the radios while the first officer ran the checklist. The checklist led us to put the gear back down and confirm 3-green; which we got. The checklist ended with leaving the gear down and landing as soon as possible. I informed departure of our situation and informed them that were returning to land and declared an emergency. I asked for vectors to keep us near the airport; which they gave us. After the emergency checklist was complete I transferred control of the aircraft to the first officer. I then called dispatch and filled them in on our situation. I let them know that our weight was 77;200 pounds and he approved an overweight landing as long as our descent rate was less than 360 FPM at touch down. I then called the lead flight attendant and let her know that we had. I then briefed the passengers that we had a problem with the gear coming up; but that we had the gear down and locked and that we would be returning for a precautionary landing. I then briefed the first officer for our approach and landing. After the brief he transferred control back to me and the first officer ran the descent and approach check. He then notified ATC that we were ready for the approach. We were vectored on to the approach and landed smoothly. I believe the vsi was less than 360 FPM.

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Original NASA ASRS Text

Title: CRJ900 Captain reports unsafe nose gear indication during retraction. Gear extends normally and flight returns for an uneventful over weight landing.

Narrative: Flight progressed normally to departure and calls were normal on takeoff; at the positive-rate; gear-up call we noticed a sound from the nose-wheel. I had briefed a hand flown departure to 10k; but when I heard the nose wheel making a strange noise I called autopilot on. It sounded like the nose gear was trying to come up; but it was getting hung up on something. All 3 indicators where showing amber. After about 15 seconds the nose indicator turned red and we got a 'gear disagreement master' warning. We continued the flap retraction schedule and kept the airspeed at 200 KIAS. After we cleaned up the aircraft I called for the emergency checklist for gear disagreement warning. I flew the aircraft and handled the radios while the First Officer ran the checklist. The checklist led us to put the gear back down and confirm 3-green; which we got. The checklist ended with leaving the gear down and landing as soon as possible. I informed departure of our situation and informed them that were returning to land and declared an emergency. I asked for vectors to keep us near the airport; which they gave us. After the emergency checklist was complete I transferred control of the aircraft to the First Officer. I then called Dispatch and filled them in on our situation. I let them know that our weight was 77;200 LBS and he approved an overweight landing as long as our descent rate was less than 360 FPM at touch down. I then called the lead Flight Attendant and let her know that we had. I then briefed the passengers that we had a problem with the gear coming up; but that we had the gear down and locked and that we would be returning for a precautionary landing. I then briefed the First Officer for our approach and landing. After the brief he transferred control back to me and the First Officer ran the descent and approach check. He then notified ATC that we were ready for the approach. We were vectored on to the approach and landed smoothly. I believe the VSI was less than 360 FPM.

Data retrieved from NASA's ASRS site as of April 2012 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.