Narrative:

The CL65 is a new aircraft to me as well as the company. I'm still on high minimums and during this episode allowed myself to be led down a primrose path. The aircraft had been 'griped' the day before for a flap fault problem -- a common problem it seems for the CL65. On takeoff, following clean-up and climb checklist, received a 'flap fault message' on our primary status page and the caution chime was reset. After completing second segment climb, we consulted the aircraft QRH and completed the items in the checklist down to the 'land at nearest suitable airport' step. Maintenance informed me to stand by, so I took this opportunity to visually inspect the flap portion. They were as the indicator showed somewhere around 20 degrees of extension. Upon return to the front of the aircraft, I made a PA announcement to the passenger about this situation. When retried the maintenance controller, he directed me to 2 circuit breakers to reset. This didn't correct our problem. After exhausting all of his efforts he asked whether I was comfortable to return the aircraft to mem. This is where I forgot about certain limitations with regard to in-flight operations with the flaps extended. I believe this due in part deferring a decision I should have made to the maintenance controller, as I was trying to be a team player and help out the company at the same time. I used manual calculations for my fuel burn, knew that I would have enough and asked the first officer (PF) if he was comfortable continuing to mem. He said he was, and so I transmitted our agreement to the company and asked for the dispatcher. The maintenance controller said that the dispatcher had been listening and was in concurrence and agreed with my fuel estimation. We continued on to mem without incident and landed safely.

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Original NASA ASRS Text

Title: A CANADAIR CL65 IN CLB AND CRUISE HAD A 'FLAP FAIL MESSAGE' WITH FLAPS EXTENDED.

Narrative: THE CL65 IS A NEW ACFT TO ME AS WELL AS THE COMPANY. I'M STILL ON HIGH MINIMUMS AND DURING THIS EPISODE ALLOWED MYSELF TO BE LED DOWN A PRIMROSE PATH. THE ACFT HAD BEEN 'GRIPED' THE DAY BEFORE FOR A FLAP FAULT PROB -- A COMMON PROB IT SEEMS FOR THE CL65. ON TKOF, FOLLOWING CLEAN-UP AND CLB CHKLIST, RECEIVED A 'FLAP FAULT MESSAGE' ON OUR PRIMARY STATUS PAGE AND THE CAUTION CHIME WAS RESET. AFTER COMPLETING SECOND SEGMENT CLB, WE CONSULTED THE ACFT QRH AND COMPLETED THE ITEMS IN THE CHKLIST DOWN TO THE 'LAND AT NEAREST SUITABLE ARPT' STEP. MAINT INFORMED ME TO STAND BY, SO I TOOK THIS OPPORTUNITY TO VISUALLY INSPECT THE FLAP PORTION. THEY WERE AS THE INDICATOR SHOWED SOMEWHERE AROUND 20 DEGS OF EXTENSION. UPON RETURN TO THE FRONT OF THE ACFT, I MADE A PA ANNOUNCEMENT TO THE PAX ABOUT THIS SIT. WHEN RETRIED THE MAINT CTLR, HE DIRECTED ME TO 2 CIRCUIT BREAKERS TO RESET. THIS DIDN'T CORRECT OUR PROB. AFTER EXHAUSTING ALL OF HIS EFFORTS HE ASKED WHETHER I WAS COMFORTABLE TO RETURN THE ACFT TO MEM. THIS IS WHERE I FORGOT ABOUT CERTAIN LIMITATIONS WITH REGARD TO INFLT OPS WITH THE FLAPS EXTENDED. I BELIEVE THIS DUE IN PART DEFERRING A DECISION I SHOULD HAVE MADE TO THE MAINT CTLR, AS I WAS TRYING TO BE A TEAM PLAYER AND HELP OUT THE COMPANY AT THE SAME TIME. I USED MANUAL CALCULATIONS FOR MY FUEL BURN, KNEW THAT I WOULD HAVE ENOUGH AND ASKED THE FO (PF) IF HE WAS COMFORTABLE CONTINUING TO MEM. HE SAID HE WAS, AND SO I XMITTED OUR AGREEMENT TO THE COMPANY AND ASKED FOR THE DISPATCHER. THE MAINT CTLR SAID THAT THE DISPATCHER HAD BEEN LISTENING AND WAS IN CONCURRENCE AND AGREED WITH MY FUEL ESTIMATION. WE CONTINUED ON TO MEM WITHOUT INCIDENT AND LANDED SAFELY.

Data retrieved from NASA's ASRS site as of July 2007 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.