Narrative:

On the first leg; I was the pilot monitoring. We were setup for a visual approach to runway 4; but had been changed to runway 22 at the last minute due to a shift in winds that were predominantly a crosswind. We reconfigured for runway 22 and continued inbound. At approximately 500 feet; we encountered a gust of wind that caused an increase in airspeed of approximately ten knots and caused us to be severely high on the glide path. The captain elected to go around. When I selected the flaps to 8; we received a flaps fail caution. The captain took the radio; requested a few minutes while being worked back around to runway 22 again; and we completed the QRH. The flaps failed at 45 degrees; so we conducted a normal approach and landing. We did encounter a similar gust at about the same point on the approach which caused a similar airspeed deviation; but the captain elected to continue because we were already at approximately 2;000 pounds of fuel and another go around would have put us nearly to emergency fuel because of the increased burn. The landing was normal.after working with maintenance control to reset the flaps and use MEL; we boarded and departed normally. I was the pilot flying. After reaching 1;000 [feet] AGL and accelerating; I called for flaps 8. The captain selected flaps 8 and they started to retract; but then we got another flaps fail caution with the flaps failed at 16 degrees. Before I called for the QRH; we were cleared to 10;000 feet and direct to ZZZ. I called for the QRH and then requested that we remain at 6;000 [feet] and present heading as I did not think we were going to continue to [the destination] and I knew that our best options were to the north or east. I did not accelerate past 180 knots. The captain started working through the QRH and then called dispatch; first unsuccessfully through arinc as we were too low for coverage; then successfully through ZZZ1 radio as they have a ground station at ZZZ2 that we were able to make contact through. We advised dispatch of the issue and told them that our options were ZZZ3; ZZZ4; or ZZZ2. They advised we divert to ZZZ4. I told departure that we would be diverting to ZZZ4 and they handed us off to center who cleared us there. We did have an issue getting landing numbers through ACARS as it will not allow you to delete the airport field on the landing conditions page; and the double tapping keyboard caused the captain to accidentally put a four character identifier in. We had to reinitialize the ACARS through the flight data page to fix this issue. Additionally; we were unable to use the in range function of the ACARS as it still thought we were going to [the destination]; so we had to call ZZZ4 operations on the radio; and they were unaware that we were diverting even ten minutes after we made the decision. We continued at 200 knots to ZZZ4; and while we were talking to approach; I asked the captain if he thought it would be a good idea to have emergency equipment standing by due to the wording in the QRH that mentioned the possibility for structural damage to the nose gear as well as the potential for a long landing. He agreed that it would be beneficial to have them standing by; so we requested this from ATC. We also requested to land on runway xx as the winds favored it slightly; as well as due to its length. The glideslope to runway xx was out of service; so initially I used the snow flake with the ILS approach loaded; but it went away after the FAF. I transitioned to the PAPI for further guidance. Our vref was 151 knots; and flying at this speed with a nose high attitude was unfamiliar and uncomfortable; but the captain helped by calling out my speed and sink rate regularly while I focused outside on the PAPI. I left the power in a little longer than I normally do; reducing it to idle at about 30 feet. Initially; the aircraft began to sink rapidly and I overreacted; flaring strongly and floating very long as a result. I held the aircraft off the ground; attempting to minimize my rate of descent due to the potential stress on the nose wheel. I estimate that I touched down approximately 3;000 feet down the runway and the captain reported that it was at approximately 200 feet per minute. Per the QRH; I held the nose wheel off the ground and slowly lowered it to the runway while utilizing reversers and wheel brakes to slow us. We had plenty of runway and cleared at [the taxiway] with emergency equipment following us.

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Original NASA ASRS Text

Title: CRJ 200 First Officer reported a trailing flap malfunction that resulted in a diversion.

Narrative: On the first leg; I was the pilot monitoring. We were setup for a visual approach to Runway 4; but had been changed to Runway 22 at the last minute due to a shift in winds that were predominantly a crosswind. We reconfigured for Runway 22 and continued inbound. At approximately 500 feet; we encountered a gust of wind that caused an increase in airspeed of approximately ten knots and caused us to be severely high on the glide path. The Captain elected to go around. When I selected the flaps to 8; we received a Flaps Fail caution. The Captain took the radio; requested a few minutes while being worked back around to Runway 22 again; and we completed the QRH. The flaps failed at 45 degrees; so we conducted a normal approach and landing. We did encounter a similar gust at about the same point on the approach which caused a similar airspeed deviation; but the Captain elected to continue because we were already at approximately 2;000 pounds of fuel and another go around would have put us nearly to emergency fuel because of the increased burn. The landing was normal.After working with Maintenance Control to reset the flaps and use MEL; we boarded and departed normally. I was the pilot flying. After reaching 1;000 [feet] AGL and accelerating; I called for flaps 8. The Captain selected flaps 8 and they started to retract; but then we got another Flaps Fail caution with the flaps failed at 16 degrees. Before I called for the QRH; we were cleared to 10;000 feet and direct to ZZZ. I called for the QRH and then requested that we remain at 6;000 [feet] and present heading as I did not think we were going to continue to [the destination] and I knew that our best options were to the north or east. I did not accelerate past 180 knots. The Captain started working through the QRH and then called Dispatch; first unsuccessfully through ARINC as we were too low for coverage; then successfully through ZZZ1 Radio as they have a ground station at ZZZ2 that we were able to make contact through. We advised Dispatch of the issue and told them that our options were ZZZ3; ZZZ4; or ZZZ2. They advised we divert to ZZZ4. I told Departure that we would be diverting to ZZZ4 and they handed us off to Center who cleared us there. We did have an issue getting landing numbers through ACARS as it will not allow you to delete the airport field on the landing conditions page; and the double tapping keyboard caused the Captain to accidentally put a four character identifier in. We had to reinitialize the ACARS through the flight data page to fix this issue. Additionally; we were unable to use the in range function of the ACARS as it still thought we were going to [the destination]; so we had to call ZZZ4 Operations on the radio; and they were unaware that we were diverting even ten minutes after we made the decision. We continued at 200 knots to ZZZ4; and while we were talking to Approach; I asked the Captain if he thought it would be a good idea to have emergency equipment standing by due to the wording in the QRH that mentioned the possibility for structural damage to the nose gear as well as the potential for a long landing. He agreed that it would be beneficial to have them standing by; so we requested this from ATC. We also requested to land on Runway XX as the winds favored it slightly; as well as due to its length. The glideslope to Runway XX was out of service; so initially I used the snow flake with the ILS approach loaded; but it went away after the FAF. I transitioned to the PAPI for further guidance. Our Vref was 151 knots; and flying at this speed with a nose high attitude was unfamiliar and uncomfortable; but the Captain helped by calling out my speed and sink rate regularly while I focused outside on the PAPI. I left the power in a little longer than I normally do; reducing it to idle at about 30 feet. Initially; the aircraft began to sink rapidly and I overreacted; flaring strongly and floating very long as a result. I held the aircraft off the ground; attempting to minimize my rate of descent due to the potential stress on the nose wheel. I estimate that I touched down approximately 3;000 feet down the runway and the Captain reported that it was at approximately 200 feet per minute. Per the QRH; I held the nose wheel off the ground and slowly lowered it to the runway while utilizing reversers and wheel brakes to slow us. We had plenty of runway and cleared at [the taxiway] with emergency equipment following us.

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.