Narrative:

While en route at FL250; we received a 'flaps fail' caution message. The captain was the pilot flying and instructed me to inform air traffic control that we were going to need to return to our departure airport. We were cleared to proceed direct to a fix and then the airport. I ran the QRH for a 'flaps fail' caution message and we advised the passengers that we needed to return for a mechanical reason. We contacted our dispatch controller through ACARS and advised them of our intentions. They agreed with us to return to our departure airport. The approach and landing occurred without incident. We landed visually on the runway. The touchdown at landing was very smooth. While we were rolling out on the runway; we received a 'steering inop' caution message and the aircraft began to veer right towards the edge of the runway. The captain used a combination of thrust reversers and brakes to bring the aircraft safely to a stop. However; the aircraft came to a stop off the edge of the runway. We advised tower and the passengers of our situation; and then contacted arff to do an inspection of the aircraft. They advised us they saw no signs of damage. We then contacted our company maintenance and operations to come out to the aircraft. Once they arrived; we asked them to do an inspection of the aircraft to ensure that no damage had been done. They also advised us that there were no signs of damage. We had them tow the aircraft back to the gate where we deplaned the passengers. I took a lot of time on my post-flight inspection to ensure there was no damage sustained. I noted that one of the torque link bars was twisted 90 degrees from its normal position; and informed the captain and the mechanic. I believe that this event is a rare example of a dual failure situation. It is well known that the flaps on the crj 200 tend to fail. I believe we executed sound judgment in returning to our departure airport. The runways there are much longer; and the weather conditions were far better at the time than they were at our destination. Once the steering became inoperative; the captain used thrust reversers all the way to the time the aircraft stopped. Normal company guidelines prohibit the use of thrust reversers below 60 KIAS. I believe that if he had not done this; our aircraft would have certainly exited the paved surface of the runway. We wrote up the use of thrust reversers in our maintenance logbook. I have made a recommendation to our company that we train for flapless landings more in the simulator; as well as nose-wheel steering failures.

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Original NASA ASRS Text

Title: A CL-65 flight crew declared and emergency and returned to their departure airport when they received a 'FLAPS FAIL' CAS message after takeoff. On the landing roll they received a 'STEERING INOP' message and suffered reduced directional control during the landing roll causing them to roll off the edge of the runway although there was apparently no damage as a result. Despite a prohibition against the thrust reverser use the flight crew utilized it to minimize their loss of directional control until the airplane came to a stop.

Narrative: While en route at FL250; we received a 'Flaps Fail' caution message. The Captain was the pilot flying and instructed me to inform Air Traffic Control that we were going to need to return to our departure airport. We were cleared to proceed direct to a fix and then the airport. I ran the QRH for a 'Flaps Fail' caution message and we advised the passengers that we needed to return for a mechanical reason. We contacted our Dispatch Controller through ACARS and advised them of our intentions. They agreed with us to return to our departure airport. The approach and landing occurred without incident. We landed visually on the runway. The touchdown at landing was very smooth. While we were rolling out on the runway; we received a 'Steering Inop' caution message and the aircraft began to veer right towards the edge of the runway. The Captain used a combination of thrust reversers and brakes to bring the aircraft safely to a stop. However; the aircraft came to a stop off the edge of the runway. We advised Tower and the passengers of our situation; and then contacted ARFF to do an inspection of the aircraft. They advised us they saw no signs of damage. We then contacted our Company Maintenance and operations to come out to the aircraft. Once they arrived; we asked them to do an inspection of the aircraft to ensure that no damage had been done. They also advised us that there were no signs of damage. We had them tow the aircraft back to the gate where we deplaned the passengers. I took a lot of time on my post-flight inspection to ensure there was no damage sustained. I noted that one of the torque link bars was twisted 90 degrees from its normal position; and informed the Captain and the mechanic. I believe that this event is a rare example of a dual failure situation. It is well known that the flaps on the CRJ 200 tend to fail. I believe we executed sound judgment in returning to our departure airport. The runways there are much longer; and the weather conditions were far better at the time than they were at our destination. Once the steering became inoperative; the Captain used thrust reversers all the way to the time the aircraft stopped. Normal company guidelines prohibit the use of thrust reversers below 60 KIAS. I believe that if he had not done this; our aircraft would have certainly exited the paved surface of the runway. We wrote up the use of thrust reversers in our maintenance logbook. I have made a recommendation to our company that we train for flapless landings more in the simulator; as well as nose-wheel steering failures.

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.