Narrative:

In ZZZ; we took over an airplane from a crew who wrote up a flaps fail message at '0' [detent]. Maintenance chose to reset the flaps in accordance with the flap airworthiness directive (ad) and our maintenance carry-over procedure. Looking over the [maintenance log/work package]; I found five other previous flap reset maintenance carry-over items on the deferred maintenance log. I had a conversation with maintenance control about what exactly was the problem and what would be done to fix it. He explained the flap reset process; assured me that there was nothing improper about the reset; and he said there was no reason to be concerned because the FAA is all over us about these flap issues.I had him pull the history for the previous five items because I was curious about the 'corrective action' to them. Had any one of the corrective action items been an 'ops check good' or anything along those lines; I would have most likely refused the aircraft. However; each time there was a different component replaced; and according to the maintenance controller; almost everything in the flap system had been replaced except for the wiring. He said it had been 20-days since the last flap event; and I was satisfied with my query and decided to accept the aircraft. Factoring into my decision was that we were heading to an airport with a 9;000 ft runway with no precipitation or snow forecast at the time of arrival. We read the procedure in the operations manual (OM); complied with all of the directives; and contacted the dispatcher so she could do her checks per the maintenance carry-over [procedures].the flight to our destination was uneventful except for the eventual flap failure at '0' degrees -- the same as the previous logbook discrepancy item. We broke off the approach; declared an emergency with the tower; and performed the quick reference handbook (QRH) procedure for the flaps fail. The landing was without further incident. After checking my brake temperatures; I canceled the emergency with ATC and we taxied to the gate. I then contacted the dispatcher and maintenance control; and documented the issue in the logbook [noting] earlier flap failure; flap reset; repeat flap failure and eventual emergency landing at '0' degree flaps. I also completed a company reporting form as required. After multiple failures of the same system; the company should take the airplane out of service until the problem is resolved.

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Original NASA ASRS Text

Title: A Captain reports that one of their CRJ-200 aircraft had six maintenance resets of their Flaps Electronics Control Unit (FECU) for recurring Flaps Fail messages. The practice is allowed under an FAA Airworthiness Directive (AD) using a maintenance carry-over procedure that is similar to a deferral; but not actually deferred under any specific MEL Chapter.

Narrative: In ZZZ; we took over an airplane from a crew who wrote up a Flaps Fail message at '0' [detent]. Maintenance chose to reset the flaps in accordance with the Flap Airworthiness Directive (AD) and our maintenance carry-over procedure. Looking over the [maintenance log/work package]; I found five other previous flap reset maintenance carry-over items on the Deferred Maintenance log. I had a conversation with Maintenance Control about what exactly was the problem and what would be done to fix it. He explained the flap reset process; assured me that there was nothing improper about the reset; and he said there was no reason to be concerned because the FAA is all over us about these flap issues.I had him pull the history for the previous five items because I was curious about the 'Corrective Action' to them. Had any one of the corrective action items been an 'Ops Check good' or anything along those lines; I would have most likely refused the aircraft. However; each time there was a different component replaced; and according to the Maintenance Controller; almost everything in the flap system had been replaced except for the wiring. He said it had been 20-days since the last flap event; and I was satisfied with my query and decided to accept the aircraft. Factoring into my decision was that we were heading to an airport with a 9;000 FT runway with no precipitation or snow forecast at the time of arrival. We read the procedure in the Operations Manual (OM); complied with all of the directives; and contacted the Dispatcher so she could do her checks per the maintenance carry-over [procedures].The flight to our destination was uneventful except for the eventual flap failure at '0' degrees -- the same as the previous logbook discrepancy item. We broke off the approach; declared an emergency with the Tower; and performed the Quick Reference Handbook (QRH) procedure for the flaps fail. The landing was without further incident. After checking my brake temperatures; I canceled the emergency with ATC and we taxied to the gate. I then contacted the Dispatcher and Maintenance Control; and documented the issue in the logbook [noting] earlier flap failure; flap reset; repeat flap failure and eventual emergency landing at '0' degree flaps. I also completed a company reporting form as required. After multiple failures of the same system; the company should take the airplane out of service until the problem is resolved.

Data retrieved from NASA's ASRS site as of July 2013 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.