Narrative:

In cruise flight about an hour and fifteen minutes we received an right fadec caution message that went off and came back on a couple times before it stayed on steady. When the right fadec caution message was off the right fadec fault advisory message was on. Right after it came on the first time we got out the non-normal checklist. We read through the procedures pulling the thrust lever back to idle and monitored the engine instruments which were normal. I then pushed the thrust lever back up with normal engine indications. We reviewed the landing conditions we would have to meet on landing. The captain notified dispatch and was texting with them about where they wanted us to go. After a few minutes we heard a pop (not a boom like a compressor stall); felt the aircraft yaw to the right and saw the number 2 engine instruments drop then return to normal. The captain then texted dispatch that we were diverting. We then [advised ATC] and proceeded to ZZZ. While on the way into ZZZ the right fadec caution message went off and the left fadec fault and right fadec fault advisory messages came on steady. We made a non-eventful landing in ZZZ with me being the flying pilot. I think bombardier should redesign the system to include a switch to completely inhibit the fadec in the event it fails like this; enabling the engine fuel control to control the engine. The B747-400 has a system like this except they call the fadec the eec (electronic engine control). Also the non-normal checklist for the right(left) fadec caution should be clear as to whether or not the trust lever should be pushed back up after pulling it to idle. It should also state 'land at nearest suitable airport' because with an out of control fadec there's no telling what the engine will do (as stated in warnings that engine may flame out or remain at idle).

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Original NASA ASRS Text

Title: CRJ-900 First Officer reported they received an 'R FADEC' message; the engine surged; and L/R FADEC fault advisory messages came on steady.

Narrative: In cruise flight about an hour and fifteen minutes we received an R Fadec caution message that went off and came back on a couple times before it stayed on steady. When the R Fadec caution message was off the R Fadec fault advisory message was on. Right after it came on the first time we got out the non-normal checklist. We read through the procedures pulling the thrust lever back to idle and monitored the engine instruments which were normal. I then pushed the thrust lever back up with normal engine indications. We reviewed the landing conditions we would have to meet on landing. The Captain notified dispatch and was texting with them about where they wanted us to go. After a few minutes we heard a pop (not a boom like a compressor stall); felt the aircraft yaw to the right and saw the Number 2 engine instruments drop then return to normal. The Captain then texted dispatch that we were diverting. We then [advised ATC] and proceeded to ZZZ. While on the way into ZZZ the R Fadec caution message went off and the L Fadec fault and R Fadec fault advisory messages came on steady. We made a non-eventful landing in ZZZ with me being the flying pilot. I think Bombardier should redesign the system to include a switch to completely inhibit the Fadec in the event it fails like this; enabling the engine fuel control to control the engine. The B747-400 has a system like this except they call the Fadec the EEC (Electronic Engine Control). Also the non-normal checklist for the R(L) Fadec Caution should be clear as to whether or not the trust lever should be pushed back up after pulling it to idle. It should also state 'Land at nearest suitable airport' because with an out of control Fadec there's no telling what the engine will do (as stated in warnings that engine may flame out or remain at idle).

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.