Date: 201311
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Nosewheel Steering
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Dispatcher
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the non-flying pilot on this; the second leg of our day 4. Received a NOSEWHEEL STEERING INOP Master Caution minutes after takeoff in climb. Continued climb to assigned altitude; referred and complied with Company QRH procedures which had us cycle the Nose Wheel steering switch. We also slowed to an acceptable speed to cycle the gear to see if that would take away the message. All procedures were complied with; though the message persisted. The procedures to land with the N.W.S. inop included landing at the longest runway. There was also a risk of further incidents (on the ground) if a long safe landing was not done. 30 minutes into the flight; we had adequate fuel to return and do multiple missed approaches if necessary; (+70 minutes). After discussing options with Dispatch/Maintenance/Ops; ATC; and crew; checking weather reports and informing our passengers; we declared an emergency; returned and landed and taxied by tug off the runway to the gate. Dispatch had given us an option to continue; sighting that the NWS caution message may go out; though after cycling the gear with the message persisting this option didn't seem feasible. ATC was very helpful throughout the event.


Second narrative: Received an ACARS message from the crew that they had received a STEERING INOP caution message. The crew said that they ran the QRH and the message still remained. They asked if they should continue or turn back. I asked the crew to report their fuel on board and I also looked at the QRH which advises that the aircraft would need to be towed off the runway. I called destination Operations to see if they would be able to tow the aircraft off the runway. The Operations Manager advised me they are not sure if they would be able to do that. I also called the Tower that the aircraft would possibly be disabled on the runway after landing. I advised the dispatch managers of the situation who also notified Maintenance Control. Maintenance Control said that the caution message might clear when the gear is lowered. I sent the crew this information and they reported that they will try to cycle the gear. I received an ACARS from the crew that the message stayed on and they are returning. I asked the crew for their FOB again and what the FMC says the fuel on arrival would be. The crew reported estimated fuel on arrival to be 2;300 lbs. I also ran the burns back and it showed the crew would have enough fuel to return and sent the fuel burns to the crew. I called Tower to let them know that the aircraft would be landing and possibly be disabled on the runway after landing. Tower informed me that they were already aware and an emergency had been declared. I let the dispatch managers know that they would be landing so a tug tow could be coordinated. After the flight the Captain called me and I asked him if he declared an emergency which he told me yes. Maintenance Control had requested the pilot call them so I transferred the pilot to Maintenance.


Synopsis: CRJ-200 Captain and the Dispatcher involved describe a return to field due to a steering inop caution message received at cruise altitude. Landing is uneventful and the aircraft is towed to the gate.