CRJ200 first officer reports gear disagree warning after gear retraction and subsequent return after...

Narrative:

Shortly after gear retraction upon takeoff we received a 'gear disagree' warning message. Ran the QRH procedure; had three green 'dn' gear indications; and returned to the departure airport. We used ACARS to compute the landing data which put us on the 47;000 pound card. After further investigation after safely back at the gate we realized the landing weight was based on a burn-off to our destination; and we had in fact inadvertently landed roughly 1000 pounds overweight. After contacting maintenance back at the gate; they asked whether an overweight landing inspection would be required. We initially replied that that would be unnecessary. At that point we took a closer look at the numbers (ZFW was roughly 43;000 pounds and fob after the flight was 5;000 pounds) and realized we must have landed overweight. We used normal procedures for calculating landing data without taking into consideration our significantly reduced fuel burn to return to our departure airport. Things are complicated enough with air returns and diversions; but pilots need to be made aware that the fuel burn-off from the flight plan is not valid for calculating landing data in such situations. Perhaps some procedure should be put in place to more accurately compute estimated fob for landing.

Original NASA ASRS Text

Title: CRJ200 First Officer reports GEAR DISAGREE warning after gear retraction and subsequent return after safe down indication is achieved. Reporter does not accurately compute landing weight however and lands overweight without knowing; using incorrect reference speeds.

Narrative: Shortly after gear retraction upon takeoff we received a 'GEAR DISAGREE' warning message. Ran the QRH procedure; had three green 'DN' gear indications; and returned to the departure airport. We used ACARS to compute the landing data which put us on the 47;000 LB card. After further investigation after safely back at the gate we realized the landing weight was based on a burn-off to our destination; and we had in fact inadvertently landed roughly 1000 LBS overweight. After contacting Maintenance back at the gate; they asked whether an overweight landing inspection would be required. We initially replied that that would be unnecessary. At that point we took a closer look at the numbers (ZFW was roughly 43;000 LBS and FOB after the flight was 5;000 LBS) and realized we must have landed overweight. We used normal procedures for calculating landing data without taking into consideration our significantly reduced fuel burn to return to our departure airport. Things are complicated enough with air returns and diversions; but pilots need to be made aware that the fuel burn-off from the flight plan is not valid for calculating landing data in such situations. Perhaps some procedure should be put in place to more accurately compute estimated FOB for landing.

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.

Attributes
ACN	868930
Time
Date	201001
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Aircraft 1
Make Model Name	Regional Jet 200 ER/LR (CRJ200)
Operating Under FAR Part	Part 121
Flight Phase	Climb Initial Climb
Component
Aircraft Component	Landing Gear
Person 1
Function	First Officer Pilot Not Flying
Qualification	Flight Crew Commercial
Events
Anomaly	Aircraft Equipment Problem Less Severe Deviation - Procedural Weight And Balance

CRJ200 first officer reports gear disagree warning after gear retraction and subsequent return after safe down indication is achieved. Reporter does not accurately compute landing weight however and lands overweight without knowing; using incorrect reference speeds.