CRJ-200 flight crew reported flap failure approaching the final approach fix. Flight landed safely after executing a go-around and completing all procedures.
Synopsis
CRJ-200 flight crew reported flap failure approaching the final approach fix. Flight landed safely after executing a go-around and completing all procedures.
Narrative
We were cleared for the full ILS approach because we were unable to get the field in sight until we got closer. The field was VFR. We were flying the full ILS XX (including procedure turn) into ZZZ. We finished the hold and were proceeding inbound. We were at 3200ft outside of ZZZZZ (FAF). We went for gear down; flaps 30" and received the FLAPS FAIL message. Indications showing flaps stuck in the 20° position. We decided to go around and problem solve. During the missed; we were shooting the published; PF applied go around power. The missed approach altitude was supposed to be 3400ft. Just 200ft above us. We blew through it and leveled at 5000ft. It was a visual day. I had my head down trying to set the GA (go around) power. We had the wings anti-ice on per Standard Operating Procedures. Go Around power carrots won't appear with that selected. When checking with ATC; they gave us a climb to 6000ft and we were going into the hold for the missed. We did standard procedures for the Go Around. We swapped controls and CA did the QRH. It was determined we could land at ZZZ with flaps at 20°. ATC gave us priority and called ahead for the trucks to be standing by. We swapped controls back to CA. We received vectors for the ILS XX and approach and landing was normal. Cause: The altitude deviation was from distraction of the caution message. We did the full GA standard operating procedure; not recognizing we only needed to climb 2000 ft. Suggestion: When we decided to go around; we should've taken into account we hadn't started the descent. Awareness that this Go Around would be different than a normal location Go Around."
Second reporter narrative
During approach into ZZZ airport we experienced a flap fail caution message. To give ourselves time to manage the threat and run QRH procedures; we initiated our go-around procedure; but we were already at or only 100' below our missed approach altitude. We noticed that we had climbed above our missed approach altitude; leveled off; and notified ATC. ATC then assigned us a new altitude that we were able to climb to and level off appropriately. We notified ATC of the issue we were experiencing and though we did not request priority handling; ATC made the decision to do so for us. We ran all of our necessary procedures and checklists and determined we had more than enough runway to safely land with the flaps in their current configuration. We were able to land and taxi to the gate without further issues. Cause: The cause of this event was distraction from an unanticipated threat. Task prioritization became difficult managing the threat and we missed the almost immediate level off. Suggestions: I believe in our go-around procedure; however I do see the need for a 'discontinue' procedure rather than a go around procedure that we learn during training. Maybe we look into a way to simply level off and rebuild our automation modes to get back to normal flight without executing a full go-around procedure. If we are far enough out on the approach; it seems unnecessary to execute the full go-around where a simple level off; speed mode and nav mode would be adequate. Coming from our other airframe that had a similar procedure; I could see the need to have something similar to prevent the unnecessary rapid go-around procedure.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.