Narrative:

I was pilot flying. We were on a published arrival into clt. Once ATC gave us heading vectors to swing us around to the approach end of 36L; the captain and I both switched to the localizer freq 36L and went to green needles. As we neared the localizer course; ATC gave us a final vector to join the localizer for 36L. Just as we captured the localizer; my flight director made a sudden climbing right turn off the localizer course. I immediately disconnected the autopilot and turned back left to try to recapture the localizer. Although it was just a matter of only a couple of seconds; we got a traffic alert for inbound traffic on the localizer for 36C but no RA. The controller gave us a vector for 090 but since I had already turned back to westerly heading to try to rejoin; he gave us a heading of 270 and canceled the approach clearance. At that time we reengaged the autopilot and it held the heading assignment. We quickly troubleshot the issue in attempting to figure out what caused the quick pitch and roll and could not find anything out of place. As the controller vectored us back around for another attempt to the ILS 36L; the captain and I did a positive transfer of controls and he became PF and I pm. ATC contacted us prior to the approach and issued a phone number to copy for a possible pilot deviation. As the controller issued us another vector to join the localizer; the captain armed the navigation button. As soon as he captured the localizer; the flight director again; pitched up and to the right as before. The captain caught it quick enough and disconnected the autopilot and stayed on course on the localizer manually. As we stabilized; I noticed on my first officer side; my flight director was pitched up and stuck in an upright position and I did not have the glide slope green star and it stayed that way through the approach. As we continued prior to 1000 feet; pitch/roll commands kept appearing in place of the localizer and GS on at least 2 occasions. We rearmed the approach at least 2 times before it stabilized. By the final approach course beyond 1000 feet we were stable on the captain's side and he hand flew the approach down to just above minimums doing a great job of flying after all we had just went through. During the approach; we also received cas messages of inboard ground spoilers and spoileron faults as well as the cargo door light message was on. The captain contacted ATC as requested and briefed them on the avionics failure we had and they stated they would be submitting a report. Maintenance was called to the plane upon landing and we deplaned after the aircraft was put out of service.

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Original NASA ASRS Text

Title: CRJ200 flight crew reported the flight director made a sudden climbing right turn off the localizer course during approach causing their aircraft to encroach into the adjacent approach path. The second approach resulted in the same anomaly; but the crew intervened quickly.

Narrative: I was pilot flying. We were on a published arrival into CLT. Once ATC gave us heading vectors to swing us around to the approach end of 36L; the captain and I both switched to the localizer freq 36L and went to green needles. As we neared the localizer course; ATC gave us a final vector to join the localizer for 36L. Just as we captured the localizer; my flight director made a sudden climbing right turn off the localizer course. I immediately disconnected the autopilot and turned back left to try to recapture the localizer. Although it was just a matter of only a couple of seconds; we got a traffic alert for inbound traffic on the localizer for 36C but no RA. The controller gave us a vector for 090 but since I had already turned back to westerly heading to try to rejoin; he gave us a heading of 270 and canceled the approach clearance. At that time we reengaged the autopilot and it held the heading assignment. We quickly troubleshot the issue in attempting to figure out what caused the quick pitch and roll and could not find anything out of place. As the controller vectored us back around for another attempt to the ILS 36L; the captain and I did a positive transfer of controls and he became PF and I PM. ATC contacted us prior to the approach and issued a phone number to copy for a possible pilot deviation. As the controller issued us another vector to join the localizer; the captain armed the NAV button. As soon as he captured the localizer; the flight director again; pitched up and to the right as before. The captain caught it quick enough and disconnected the autopilot and stayed on course on the localizer manually. As we stabilized; I noticed on my FO side; my flight director was pitched up and stuck in an upright position and I did not have the glide slope green star and it stayed that way through the approach. As we continued prior to 1000 feet; pitch/roll commands kept appearing in place of the LOC and GS on at least 2 occasions. We rearmed the approach at least 2 times before it stabilized. By the final approach course beyond 1000 feet we were stable on the captain's side and he hand flew the approach down to just above minimums doing a great job of flying after all we had just went through. During the approach; we also received CAS messages of inboard ground spoilers and spoileron faults as well as the cargo door light message was on. The captain contacted ATC as requested and briefed them on the avionics failure we had and they stated they would be submitting a report. Maintenance was called to the plane upon landing and we deplaned after the aircraft was put out of service.

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.