Narrative:

The flight was proceeding normally; though slightly delayed awaiting deadheading crew. We had been in cruise about 5-10 minutes at FL260 and at 300 knots. I was talking with the captain when I noticed in ED1 the white landing gear up indications appear. Immediately after ED1 started showing the flaps extending. This aircraft is a flaps 20 aircraft so I can't say exactly how many degrees were indicated; but it appeared to be close to flaps 8 (say half way between flaps 0 and flaps 20) the aircraft started pitching up. The flaps (or the flaps indication) then slowly retracted to flaps 0. The aircraft continued to pitch up. At this point the captain turned off the autopilot; and had to push fairly hard to return us to our assigned altitude. We climbed a maximum of 400 from our assigned altitude. Once returning to our assigned altitude and autopilot on. Assessed it was best to continue to our filed destination. I then notified maintenance control and dispatch of the situation via ACARS while the captain monitored the aircraft. The rest of the flight was uneventful. We monitored the flight control page on ED2 for the rest of the flight.on ground: maintenance was ready and waiting when we arrived at the gate. We notified the gate that there would be a significant delay for whatever work was going to happen (30-60 minutes). The aircraft was inspected and signed off with 'no apparent overspend damage' about 30 minutes later. No reason was found for the deployment; which bothered both the captain and myself. We both in agreement that without a reason for the deployment; we would not be ok accepting the aircraft. After several phone calls the manager of moc called us and said there was an old maintenance memo on this very issue; and maintenance has a few more things to look over (i believe they said either the dcus or pseus). We then swapped aircraft; but the delay made us late enough where we would not be able to complete the days flying. We were then sent to the hotel. Reviving the old maintenance memo would be great. Simply checking for damage was not acceptable; and other crews may have flown the aircraft. It should be noted that the gate agent; I did not get his name; was very pushy and was trying to get everyone to sign the aircraft off and go. We just wanted to be safe and he was not helping. I think a phone call to him reminding him that we are here for safe transportation; not immediate transportation would be great. I believe that this would make for a great discussion in ground school or an even better recurrent loft scenario.

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Original NASA ASRS Text

Title: A CRJ-200's flaps auto extended to near flaps 8 at FL260 which caused a pitch up and an altitude gain. Maintenance found no overspeed damage but the crew refused the aircraft for their next flight.

Narrative: The flight was proceeding normally; though slightly delayed awaiting deadheading crew. We had been in cruise about 5-10 minutes at FL260 and at 300 knots. I was talking with the captain when I noticed in ED1 the White landing gear UP indications appear. Immediately after ED1 started showing the flaps extending. This aircraft is a flaps 20 aircraft so I can't say exactly how many degrees were indicated; but it appeared to be close to flaps 8 (say half way between flaps 0 and flaps 20) the aircraft started pitching up. The flaps (or the flaps indication) then slowly retracted to flaps 0. The aircraft continued to pitch up. At this point the captain turned off the autopilot; and had to push fairly hard to return us to our assigned altitude. We climbed a maximum of 400 from our assigned altitude. Once returning to our assigned altitude and autopilot on. Assessed it was best to continue to our filed destination. I then notified Maintenance control and Dispatch of the situation via ACARS while the captain monitored the aircraft. The rest of the flight was uneventful. We monitored the flight control page on ED2 for the rest of the flight.On Ground: Maintenance was ready and waiting when we arrived at the gate. We notified the gate that there would be a significant delay for whatever work was going to happen (30-60 minutes). The aircraft was inspected and signed off with 'no apparent overspend damage' about 30 minutes later. No reason was found for the deployment; which bothered both the captain and myself. We both in agreement that without a reason for the deployment; we would not be ok accepting the aircraft. After several phone calls the manager of MOC called us and said there was an old Maintenance Memo on this very issue; and Maintenance has a few more things to look over (i believe they said either the DCUs or PSEUs). We then swapped aircraft; but the delay made us late enough where we would not be able to complete the days flying. We were then sent to the hotel. Reviving the old Maintenance Memo would be great. Simply checking for damage was not acceptable; and other crews may have flown the aircraft. It should be noted that the gate agent; I did not get his name; was very pushy and was trying to get everyone to sign the aircraft off and go. We just wanted to be safe and he was not helping. I think a phone call to him reminding him that we are here for SAFE transportation; not immediate transportation would be great. I believe that this would make for a great discussion in ground school or an even better recurrent LOFT scenario.

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.