Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Aircraft
We had been cleared for the RNAV RNP Z Runway XX into ZZZ. We were on speed and profile and I began configuring for landing at ZZZZZ which is also where I called 'Runway Landing' as conditions near the field were VFR and we both had the runway in sight. 1 mile prior to ZZZZZ1 at approximately 4500 MSL with the gear down and flaps at 15 degrees; I called for FLAPS 35. The PM selected FLAPS 35 which resulted in no response from the flaps and a FLAP POWER CAUTION. I disconnected the autopilot and executed a missed approach at this point.As ZZZ Tower was closed; we switched back to Center. We advised them we were on the missed approach out of ZZZ and we were [requesting priority handling] and requested vectors and a climb to start heading back towards ZZZ1. We were given a northwest heading and cleared to 14000 MSL. Once we reached 14000 MSL I called for the FLAP POWER CAUTION checklist. The checklist drove us to reset the FLAPS CONT CB L7 Essential as it was NOT tripped. After the prescribed 20 seconds following the CB reset; the FLAP POWER CAUTION was no longer present and per the checklist we could select flaps as desired and that was the END of the FLAP POWER CAUTION checklist.I called for FLAPS 0 to configure for normal cruise. I then called the flight attendants and told them the situation that we were returning to ZZZ1 due to a flap malfunction; that we would be landing in 10 to 15 minutes; and to anticipate a normal landing. There were no special instructions for them and since they were seated there was no need to report back to me. Next; I made a PA to the passengers in which I told them we had an indication that there was an issue with our flaps and we were returning to ZZZ1 as a safety precaution due to it having more resources. I told them to anticipate a normal landing and apologized for the inconvenience and told them to follow the direction of the flight attendants. Next; I called Dispatch and informed them of the problem; our actions so far; and that we were currently headed back to ZZZ1. They conferred with Maintenance who wanted us to go back to ZZZ1 as they said Maintenance could handle it there. I conferred with my FO (First Officer) and we quickly decided that due to this being the last leg of a long day; it being night; [there being] terrain; smoke and GA activity in [the] vicinity of ZZZ; [a] closed Tower and that we were already over halfway back to ZZZ1; neither of us were comfortable with going back to ZZZ1. I advised Dispatch as such and our destination was changed to ZZZ1.We advised ATC that we would like vectors for the RNAV X Runway XYR; [the] longest runway available as XYL was closed. We were given direct ZZZZZ2 and a descent to 4000. I briefed a visual; backed up by the RNAV X XYR. I also briefed the missed approach procedure with FLAP POWER CAUTION in the event we encountered the same problem we did on approach in ZZZ. We ran the descent and approach checklists. We were told [to] cross ZZZZZ2 at or above 2000 and cleared for the RNAV X XYR. Our plan was to configure early in case of another issue with the flaps. Gear down and flaps extension in sequence to 15 degrees went normally and approximately 1 mile outside of ZZZZZ2; I called for flaps 35. Again there was no response from the flaps and we received a FLAP POWER CAUTION. As we had briefed; I called missed approach and upon positive rate we retracted the gear but did not attempt to move the flaps. ZZZ1 Tower gave us vectors to the northwest and a climb to 3000. We again [requested priority handing] and asked for emergency equipment to be deployed as a precaution in case there was any unknown damage to the aircraft that was causing this problem that could result in a fire or aircraft controllability upon landing. We then ran the FLAP POWER CAUTION checklist again.Due to the checklist stating that we were limited to ONE FLAPS CONT CB reset; we followed the flow chart to YES after 'Is the FLAP POWER CAUTON still illuminated' which drove us to leave the flaps in the last position and land with available flaps. Since we had flaps 15 degrees per the checklist; we pushed the GPWS Flap Override button and planned a flaps 15 landing. At this time we were on a wide right down wind for XYR heading east at 3000 ft. We asked ATC to inform company of the new situation that we went missed again and were currently planning a normal landing. Our EFB's had not given us performance for the entire flight so we amended IBugs to retrieve numbers for a flaps 15 landing in ZZZ1. We were given vectors for a visual backed up by the RNAV X XYR. We ran the descent and approach checklists. When all this was accomplished we were approaching a right base for XYR.I felt that fatigue was becoming an issue and moreover we didn't know if there were any deeper issues with the airplane that was causing the repeated flap power cautions. Taking this into consideration I felt that getting the airplane safely on the ground as soon as possible was of paramount importance. Because of this; we decided not to make any additional calls to the flight attendants or the passengers as their instructions and information we would pass had not changed from the first call. We made a normal approach and flaps 15 landing. We exited at Taxiway XX and requested the fire department to inspect the flap area of the aircraft visually and with thermal sensors for any abnormalities. They said there were none and we were give taxi clearance back to the gate.Normal taxi-in and shutdown with the exception of leaving the flaps in the 15 degree position. We were both present in the cabin for passenger deplaning and all passengers were very positive and grateful for a safe return to terra firma. I received a text from the Duty Officer whom I called back after making the Maintenance logbook entry and briefing Maintenance. Crew Scheduling immediately called to inform us we would be taking another aircraft to ZZZ to which the entire crew was not comfortable with so we were given a hotel in ZZZ1.
As we approached ZZZ on the RNAV Z XX; we began configuring for landing around ZZZZZ. As we selected flaps 35; the flap indicator froze at 15 degrees. A master caution FLAP POWER immediately appeared on the annunciator panel. Seeing this; we executed a missed approach and [requested priority handling]. We mistakenly brought the flap lever to zero; one notch at a time; as we were executing the missed approach procedure - but it did not move the flaps. We agreed to climb to a safe altitude before proceeding further. Once we were at 14000; we began to run the flap power caution checklist. We reset the L7 circuit breaker per the checklist; and the caution disappeared. We then put the flaps up one notch at a time to get back to a cruise setting per the checklist. Once we determined we may have a zero flap situation; we decided to return to ZZZ1 where we would have a longer runway; ARFF (Aircraft Rescue and Fire Fighting); Maintenance; and more options for passengers. We then contacted Dispatch; told ATC our intentions; informed the flight attendants; and updated the passengers on the situation. The airplane was 'normal' at that point; but we suspected the flaps may not work again. As such; we decided to configure early; and execute a missed approach on the first indication of any abnormality. With that in mind; we used normal flaps 35 bugs from iBugs; EFB's were not receiving data for some reason. When we were cleared for the RNAV X XY R; we discovered the flaps once again would not extend past 15 degrees. This time we executed a missed approach and left the flaps at 15 degrees where they stayed for the remainder of the flight. We then ran the E&A checklist again. It concluded with us pushing the GPWS FLAP OVERRIDE and landing with available flaps. We then asked ATC for fire rescue trucks just in case; and set up to land on XYR. We landed without incident; and the trucks didn't see anything abnormal such as oil or other substances when they inspected the airplane prior to taxiing into the gate.
Q400 flight crew reported an uneventful air return due to a flap malfunction during final approach at destination.