Narrative:

En route at FL300; a white status message illuminated 'left fadec fault 2'. We performed the QRH for the status message and advised the company via ACARS of the message to pass along to maintenance control. The message became intermittent; and finally went off; then a caution message displayed indicated left fadec. We performed the QRH; which stated to bring the left engine to idle. Captain (ca) instructed first officer (first officer) pilot monitoring (pm) to request a descent. ATC had a delay in giving us a descent so ca instructed first officer to advise we were beginning a descent due to engine trouble. We determined that from our position; the nearest suitable airport was our destination airport because it had the longest runway at 12;000 feet. ATC cleared us direct; which gave us just enough time to get set up well for a planned emergency landing. We continued with the left engine at idle and executed the ILS to the longest runway. After landing we stopped on the runway and had the safety equipment inspect the brakes before we then taxied clear of the runway. We did not brace the cabin and the landing was very smooth and uneventful. The entire crew had excellent communication and the flight attendants did a nice job of preparing the cabin for a planned emergency landing.one point I would like to add is that although the checklist directed us to leave the engine running and at idle; it does not clarify how to run the before landing checklist with the flaps only set at flaps 20 rather than 45.the aircraft was previously written up and signed off for the same maintenance issues.

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Original NASA ASRS Text

Title: Flight crew Captain reported receiving L FADEC caution message in cruise flight; engine was reduced to idle thrust per procedure. Nearest suitable airport was destination; where a safe landing was made.

Narrative: En route at FL300; a white status message illuminated 'L FADEC FAULT 2'. We performed the QRH for the status message and advised the company via ACARS of the message to pass along to Maintenance Control. The message became intermittent; and finally went off; then a caution message displayed indicated L FADEC. We performed the QRH; which stated to bring the left engine to idle. Captain (CA) instructed First Officer (FO) Pilot Monitoring (PM) to request a descent. ATC had a delay in giving us a descent so CA instructed FO to advise we were beginning a descent due to engine trouble. We determined that from our position; the nearest suitable airport was our destination airport because it had the longest runway at 12;000 feet. ATC cleared us direct; which gave us just enough time to get set up well for a planned emergency landing. We continued with the left engine at IDLE and executed the ILS to the longest runway. After landing we stopped on the runway and had the safety equipment inspect the brakes before we then taxied clear of the runway. We did not brace the cabin and the landing was very smooth and uneventful. The entire crew had excellent communication and the flight attendants did a nice job of preparing the cabin for a planned emergency landing.One point I would like to add is that although the checklist directed us to leave the engine running and at idle; it does not clarify how to run the before landing checklist with the Flaps only set at Flaps 20 rather than 45.The aircraft was previously written up and signed off for the same maintenance issues.

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.