CRJ uncommanded flap extension...

[cargoflyr69]

anyone ever had one in flight?

we did at FL360 today. flaps mysteriously delpoyed to 8 degrees and then oscillated between 3 and 8 degrees.

whats more is there was no guidance in the QRH or maintenance control.

all ended well as we were not on CNN or Faux News, but have any of you CRJ types heard of such a thing? first for us, we have only been operating them for 6 months now.

 

[Salukipilot4590]

What was it like?

 

[Stifler's Mom]

Uncommanded Flap Extenson????

At first I thought it was one of those times where the Captain reaches over and extends the flaps without you calling for them. Love those guys.

 

[wmuflyguy]

I think there was a post a while back (year or so) about a guy who had one of these.

I don't remember much about it. I think there was a dispute if the flaps actually deployed or if it was just the indication in the cockpit that messed up.

 

[DoinTime]

There are four circuit breakers for the flaps. Pull 'em fast!!

 

[ataopsdave]

About 1 year ago they had me do a test flight for one of these...the flaps extendedn to 20 at cruise altitude but when we did the test flight it did not reoccur...they changed out the skew detection system which they said fixed it

 

[Top Gum]

I had this exact problem once. It happened on climb out while leveling at 10,000’. Also got a flaps fail message, pitot base heat message and some others that I can’t remember right now. The really odd thing was that the low-speed (red) tape came up, the high-speed tape came down and they met in the middle. Yes, left of the airspeed indication was all red. The airplane ballooned up about 200’ during the flap split. A Canadair test pilot said that the flaps reached the 2-degree asymmetry limit, which is what caused the 200’ gain. The flt control page “indicated” that the left flap deployed to 35 degrees and then back to zero. Everything returned to normal on approach.

 

[BoilerUP]

No wonder the FAA and Transport Canada are looking into the flap system on the CRJ...geez...

 

[~~~^~~~]

It does not appear to be any more complex than many systems. Wonder what is causing the problems? Last winter, it was obviously insuficient lubrication in the cables and boots that had deteriorated enough to let water get in and freeze. But in the middle of summer?

 

[SlapShot]

Apparently there is going to be an emergency AD coming out on these things. One of the actions that will be required will cause CRJ operators to carry enough gas to fly to their alternate with flaps 45 if the weather at their destination has a TEMPO below landing minimums.

This is in response to the Air Canada airplane that went missed and could not retract the flaps from 45. Apparently the Canadians are requiring this AD.

 

[propsarebest]

WTF were you doing allll the way up at 360 in a CRJ for??

 

[I_Love_Lamp]

WTF were you doing allll the way up at 360 in a CRJ for??

Climbing up to 410, baby!

 

[surfnfly]

About 2 years ago at PSA I recall one capt telling me that he had the flaps extend on him inflight. Can't remember all the details though.

 

[SBD]

WTF were you doing allll the way up at 360 in a CRJ for??

I was going to ask the same thing, except how did you get that thing up to 360 in the summer?

 

[vectorvictor]

I was going to ask the same thing, except how did you get that thing up to 360 in the summer?

They needed the flaps.

 

[Exskydiverdrivr]

I go to FL370 cuz I luv sniffin that ozone free air.

 

[PCL_128]

WTF were you doing allll the way up at 360 in a CRJ for??

I took the CRJ up to that altitude plenty of times. Took it up to 410 a few years ago, in fact. If you know what you're doing and don't exceed the performance limitations of the airplane then it'll do it just fine. Nothing like sitting at FL370 doing .78 mach with only 950s on the fuel flows and 20 decibels less noise. That airplane just sips fuel up at altitude. It's usually easier to get direct from ATC when you're up higher also. Lots of reasons to go higher if you're light enough. Just make sure you check the climb performance charts.

 

[BoilerUP]

I took the CRJ up to that altitude plenty of times. Took it up to 410 a few years ago, in fact. If you know what you're doing and don't exceed the performance limitations of the airplane then it'll do it just fine. Nothing like sitting at FL370 doing .78 mach with only 950s on the fuel flows and 20 decibels less noise. That airplane just sips fuel up at altitude. It's usually easier to get direct from ATC when you're up higher also. Lots of reasons to go higher if you're light enough. Just make sure you check the climb performance charts.

It is a sad statement about an airplane's performance when it absolutely struggles to make it into the 30s...let alone a novelty as high as 350 or 370. :0

Every time I see FL300 on the release for a 1+20 or longer segment without a note saying its for a better ride, even in the summer, I can't help but think of all the wasted fuel and money...and how regularly operating a jet aircraft so low in 91/135 would cause DOCs to skyrocket.

Captains sometimes look at me odd when I ask them to request a higher altitude when I'm PF but its hard to ignore a 400lb/side drop simply by going up two thousand more feet.

 

[turbinej]

did you let cp or company represenative know like mx or engineering. this way they can look into the problem and maybe get some additional data from you.