Regional Jet CL65; Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Workload; Troubleshooting; Situational Awareness; Time Pressure
Aircraft Equipment Problem Less Severe
Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Aircraft; Procedure
We were about to begin the arrival into DCA when we first sent for the ATIS. Winds were advertised as 190 at 9; but the ceilings were too low to shoot the LDA Z 19 (needed 700 FT); so they were putting aircraft onto the ILS 1. We were eventually vectored on and cleared for the approach. Outside of the BADDN fix we asked for a wind check before continuing down the glideslope; winds were 200 at 12. We consulted our speed book to check the tailwind component and notified ATC that we needed to abandon the approach; so were given a vector onto a modified downwind at 3;000 feet. We cleaned up the aircraft and accelerated. I assume we were closing on an aircraft ahead as ATC instructed us to maintain 170 knots. Passing back through 200 knots; Captain requested flaps 8; and then flaps 20. Almost immediately after selecting flaps 20; the FLAPS FAIL caution illuminated--flaps stuck at 8 deg--and Captain called for the QRH. Before completing the QRH; ATC had begun vectoring us for the LDA Z 19; but upon completion of the QRH we had made the decision to divert to IAD. This decision was made due to the fact we were going to land with close to 2;000 pounds of fuel in DCA and were fairly certain the LDA Z 19 wouldn't take us low enough to break out; plus IAD's runway was much longer. [ATC] followed up by asking if we wanted trucks; which we also said yes to. We notified dispatch through ACARS; the flight attendant; and Captain addressed the passengers through the PA. What followed was an uneventful landing. Trucks swarmed but found no issues with the aircraft. One truck escorted us to the gate. While we had no reason to suspect that the aircraft still had flap issues; the last 4 entries in the maintenance logbook were related to the flaps; one for a FLAP FAIL message just like ours. Maintenance reset the system in both instances. While maintenance issues are usually entirely unpredictable; this one felt like it could have been prevented if proper care was taken to fix the flap system the first time the issue was detected and written up.
[Report narrative contained no additional information.]
CRJ flight crew reported a flap malfunction on approach. A divert to a field with a longer runway ensued. The flaps had been written up 4 times before and signed off by maintenance.