Date: 201812
Local time of day: 0601-1200
Location: ZZZ.Tower, US
Flight conditions: VMC
Light: Daylight
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Takeoff / Launch
Aircraft component: Nose Gear
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Equipment / Tooling; Human Factors
Primary problem: Equipment / Tooling

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.


Second narrative: After a normal takeoff roll off of Runway XX I was PF (Pilot Flying) I called for gear up and as the CA (Captain) selected the gear up we received a master warning of GEAR DISAGREE and NOSE GEAR DOOR OPEN. The CA delegated the radios and the flight controls to me and instructed me not to exceed 200 KIAS for the gear; upon reaching the top altitude of the SID we informed ATC of the situation and asked for delay vectors while the CA ran the QRH procedure. Thankfully the procedure worked and all three landing gear were soon down and locked; the CA gave the FA (Flight Attendant) [an update] and made a PA to the passengers then sent an ACARS to dispatch. The CA asked if I was comfortable to stay flying for the approach and landing and I told him that I was and we proceeded to make a normal approach and landing to taxi into the gate. Upon arrival at the gate MX (Maintenance) informed us that the TOW collar around the nose gear had migrated up the strut to a point where it would not allow the gear to come up; he said that he thought they were a hazard for this very reason. As the FO (First Officer) the walk around is delegated to me by the CA and I always do a thorough job; the tow collar was not inappropriately placed when I completed my walk around that morning. There is little if any guidance on tolerance for location of the tow collar in the FOIB (Flight Operations Information Bulletin) that was published regarding the implementation of these instruments and since the result of one 'migrating' is possibly catastrophic I believe there should be a little more guidance. From what MX told me after the incident often times in colder temps or just through normal wear and tear the sealant that holds the collar to the strut can loosen and allow the collar to 'migrate'. The main thing that would help is the removal of these tow collars entirely; according to line MX there have been several different debates on whether or not to keep them or remove them. Also if there was more information published about the tow collar and what the tolerances were on the walk around that could also prevent another one 'migrating' to a point of an emergency.


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