Narrative:

This aircraft had experienced two failures of the nosewheel steering system on the day before we were tasked to fly it. Both failures occurred on taxi in; and were signed off as 'reset in accordance with the crj [maintenance procedures].' shortly after pushback I engaged the nosewheel steering in accordance with our SOP taxi flow. I felt the aircraft lurch; the master caution sounded and the steering inoperative message was presented on EICAS. I attempted to reset the system in accordance with our SOP by cycling the nosewheel steering switch from armed to off and back to armed. This did not correct the fault. We returned to the gate under tow and contacted maintenance control.maintenance control indicated that the decision was mine. I could accept a third reset or a crew would have to be road-tripped to actually fix the problem. Given the aircraft's fault history; I decided that a third fim fmrp reset attempt was inappropriate; would not address the problem; and would not sufficiently assure me that the aircraft was safe to fly. As such; I declined a reset and requested an actual fix. Inadequate fixes and repeated fault resets instead of fixing the issue.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported that the nosewheel steering failed for the third time after failing and being reset twice.

Narrative: This aircraft had experienced two failures of the nosewheel steering system on the day before we were tasked to fly it. Both failures occurred on taxi in; and were signed off as 'reset in accordance with the CRJ [maintenance procedures].' Shortly after pushback I engaged the nosewheel steering in accordance with our SOP Taxi Flow. I felt the aircraft lurch; the MASTER CAUTION sounded and the STEERING INOP message was presented on EICAS. I attempted to reset the system in accordance with our SOP by cycling the NOSEWHEEL STEERING switch from ARMED to OFF and back to ARMED. This did not correct the fault. We returned to the gate under tow and contacted Maintenance Control.Maintenance Control indicated that the decision was mine. I could accept a third reset or a crew would have to be road-tripped to actually fix the problem. Given the aircraft's fault history; I decided that a third FIM FMRP reset attempt was inappropriate; would not address the problem; and would not sufficiently assure me that the aircraft was safe to fly. As such; I declined a reset and requested an actual fix. Inadequate fixes and repeated fault resets instead of fixing the issue.

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.