Regional Jet 900 (CRJ900)
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Time Pressure; Confusion
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Procedure; MEL; Human Factors; Aircraft
Upon accepting Aircraft X; the inbound Captain; told me details about an MEL for Bulk Fuel Temp. He stated that there was an associated CAS MISCOMP" (Crew Alerting System Miscomparison) status message and that this was relayed to him by the previous Captain. They had no issues on their flight. We accept aircraft and depart ZZZ1. Not long after reaching cruise about 60 miles SE of ZZZ we lost our left fuel tank quantity indication along with our total fuel quantity indication. I had also recently updated the fuel in the FMS after reaching cruise altitude. Due to the MEL; we had been monitoring the fuel system for any possible errors and we had additional fuel after reaching altitude than planned. Right before we lost our left fuel indication both tanks were even. We did not receive any cautions; nor any indication on the fuel EICAS page of a "Fuel Channel Fail" status or caution like you are supposed to. After approximately 3 minutes of no left tank fuel quantity indication; we referred to the QRH for "Fuel CH 1/2 FAIL" for guidance and equalized our fuel flow between engines. In this circumstance; in addition to another aspect of already have a MEL on the "BULK FUEL TEMP"; along with not receiving EICAS indications like the system is designed to; we decided to divert to ZZZ. At some point during the beginning half of our descent to ZZZ; our left fuel quantity indication came back but my decision to divert was already made. We didn't have any fuel indication for approximately 8-12 minutes. We followed all procedures as far as alerting Dispatch; Flight Attendant; ATC; made a PA to passengers; In range to the line; followed by below the line and ensured we would not be overweight. We did not declare an emergency at that time. Upon getting vectors to final approach for runway; we intercepted the localizer below the glide slope. Approx 7-8 mile final when I called for 'Gear Down; Flaps 30;' but the gear did not move. Shortly after we received a "GEAR DISAGREE" master warning. We were at approx 3;400 ft flying the glide slope and not yet past [the] FAF so instead of calling for a go around; I disconnected the autopilot and asked for delay vectors to troubleshoot. We received an altitude assignment of 3;000 ft; heading 190; which required a descent.We then ran the QRH for "GEAR DISAGREE"; and after multiple attempts using the gear handle we used the alternate gear extension as called for in the QRH. All three gear came down and were indicating green. At this point I let ATC know we were ready to return for landing and we requested priority and to have trucks ready just in case. We also followed procedures to inform company of the [situation] and informed the flight attendants (FAs) of new situation. We also told the FAs to perform a "BRACE" command just in case due to the QRH stating directional control on the runway might be difficult. We ran through all the proper procedures except for the Go Around checklist. Looking back; we should have even though we did not miss any items. At the time; I did not consider the vectors as a go around due to being 6 miles out and having to descend to the assigned altitude. Upon touchdown; we received a "STEERING INOP" caution and I noticed directional control required more rudder than normal. Runway XXL does not have any high speed exits so we stopped on the runway; coordinated with airport command; and waited for buses to deplane the passengers.We did not use a tug to be pulled off the runway because I was unsure if the alternate gear extension was applying pressure to the nosewheel similar to nosewheel steering. I talked to Maintenance and they were also unsure. We did our best to keep the passengers up to date while waiting for the buses to deplane the passengers. We did not evacuate as there was no imminent danger after landing and the runway being closed. Unrelated to the gear; I should not have assumed and trusted another persons word that a CAS MISCOMP (Crew Alerting System Miscomparison) status message was in association to an MEL without verify the MEL procedure; and not just reviewing the MEL. We should have written that up at the gate in ZZZ1 although it may be completely unassociated to all our issues. I should have called for the go-around checklist to reconfirm we completed all the items even though we did not do a go-around maneuver."
Captain reported diverting due to fuel indication issues and realized that he had been misinformed about a CAS miscomparison message being related to the fuel system MEL. On final approach a Gear Disagree occurred which was resolved through the alternate gear extension procedure.