Regional Jet 700 ER/LR (CRJ700)
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Maintenance Action; General Flight Cancelled / Delayed
Aircraft
On takeoff roll for Runway XX in ZZZ; the Pilot Monitoring (PM) noted the status message of Flap Half Speed and SPLR/STAB fault. Being a non-time-sensitive situation; the Captain indicated that we would wait until 10;000 ft. to run the QRC/QRH. As we accelerated to 250kts; the over speed clacker activated. We confirmed that the flaps and gear had retracted; we continued and leveled off at our initial assigned altitude. We informed air traffic control (ATC) of our status; we asked to be kept at current altitude and to provide us with vectors in order for us to run the appropriate checklist.We ran the QRC/QRH for the associated messages; and given that the over-speed clacker was activating while the slats and flaps were indicating zero; we asked the Flight Attendant to visually check the flaps and also inquired if we had any flight crew member on board. We cross-checked our primary flight instruments against our standby and confirmed that our true airspeed (TAS) and ground speed (GS) matched. We proceeded to ask ATC what they indicated for our GS; and it all confirmed with each other. The Captain and I agreed that we had finished running the appropriate checklist; and although our flaps were indicating '0;' we concluded that there was a possibility of structural issues with the wings/slat/flap system and decided we wanted to divert to an airport with a long runway in the vicinity in case the flaps would not extend for landing. The Captain advised the flight attendant; passengers; Dispatch; and ATC of our current situation and that we would be diverting to ZZZ1. The Captain and I agreed on a plan. We decided to take a long final into ZZZ1 Runway XXR; this would permit us to burn fuel; assuring a landing that did not have an overweight or above maximum landing weight situation. The plan also consisted of deploying flaps and landing gear early; emphasizing airspeed; aircraft controllability; and flap extension speeds. We advised ATC that the nature of our [situation] may require a high-speed landing. Since we indicated flaps/slats '0' with the Overspeed clacker activated; we decided to error on the side of caution/safety that the position indications of the flaps/slats might be incorrect. We considered that there may be structural damage out of view and that the flaps/slats could be bound or bind upon extension due to the abnormal situation that we were experiencing. The Captain and I also briefed that if the flap extension resulted in a flap failure or asymmetrical extension/control; we would abort the approach and landing to run the appropriate checklist. The Captain and I configured the aircraft for landing at ZZZ1 and concluded the landing without any further incidents. Upon landing; we cleared the runway and came to a complete stop on the first available exit. The Captain advised the passengers to remain seated with their seatbelts on while the emergency crew inspected the aircraft for any visible damage. We were released by the emergency crew and continued our taxi to the gate. The Captain requested the flaps/slats to stay deployed so that we would not cause any damage and that this would also allow maintenance to determine if it was safe not to retract them.Maintenance could not determine what could have cause this to happen and determined to to keep the aircraft grounded until further evaluation.
On takeoff roll RWY (Runway) XX in ZZZ; the PM (Pilot Monitoring) noted status messages of SPLR/STAB FAULT and FLAPS HALFSPEED. Being a non-time sensitive situation; I noted that we would wait until above 10;000 ft. to run the QRC/QRH. As we accelerated to 250kts the overspeed clacker activated. We confirmed that the flaps and gear had retracted so leveled off at initial assigned altitude; informed ATC of our status and desire to remain at altitude and requested vectoring to run the appropriate checklists. We ran the QRC/QRH for the associated messages and given that the overspeed clacker was activating and the flaps and slats were indicating zero; we asked the FAs (Flight Attendants) to visually check the flaps and also inquired if we had any flight crew members on board. We cross checked our primary flight instruments against our standby and also confirmed that the TAS and GS (Groundspeed) matched. I asked ATC what they were indicating for our GS and it all confirmed with one another. The PM (Pilot Monitoring) and I agreed that we had finished running the appropriate checklists and although our flaps were showing '0' we concluded there was a possibility of structural issues with the wing/slat/flap system and decided we wanted a long runway in case the flaps would not extend for landing. I advised the flight attendants; passengers; ATC and Dispatch of our situation and that we would be diverting to ZZZ1. PM and I agreed on a plan that we would take a long final into ZZZ1; ensure a landing weight below maximum landing and configure for landing early with an emphasis on airspeed; aircraft controllability and flap extension. We advised ATC that the nature of our [situation] may require a highspeed landing. Due to the fact that although we indicated flaps/slats zero with the over speed activated; we errored on the side of caution/safety that the position indications might be incorrect; there may be structural damage out of view and the flap/slat system could be bound or bind upon extension due to the abnormal situation. We also briefed that if the flap extension during approach resulted in a flap failure or asymmetrical extension/control we would abort the approach and landing to run the appropriate checklists. We configured the aircraft and landed in ZZZ1 without further incident. We cleared the runway; came to a stop on the immediate taxiway and advised the passengers to remain seated while the emergency crew inspected the aircraft for damage. We were released by the emergency crew and proceeded to the gate with the flaps/slats remaining in the fully extended position. I contacted MX (Maintenance) and the CP for further guidance.
Flight Crew reported a flap half speed and spoiler/stab fault status message resulted in a diversion and a precautionary emergency landing.