Narrative:

On descent with ZZZ approach control, 'spoilerons fault' caution message came on. Seconds later 'spoilers fault' message also came on. Proceeded to run QRH procedures. First, for 'spoilerons fault' then spoilers fault. Most restrictive procedure limited to flaps selection 20 degrees maximum. We then advised ATC we would need to delay approach to work on problem. We were given box pattern vectors. First officer was handling ATC and flying aircraft. Captain was contacting dispatch and maintenance control for input. Dispatch quickly gave us our runway length required based on aircraft weight and thrust reversers operable. Maintenance control had no other help than the QRH procedures. However maintenance control informed captain that the aircraft had the same problem a couple of days prior. After speaking with dispatch and verifying a safe landing could be made we informed dispatch and ATC we were declaring an emergency as a precaution. Flight attendant was then informed as to the problem and asked to prepare for an emergency landing and to place passenger in brace position. Captain then made a PA to inform passenger of the problem. After flight attendant informed crew the cabin was ready, crew requested an ILS to runway 1. WX was clear. Airport was in sight entire approach. Captain assumed control and flew the approach and landing without incident. Aircraft was taxied under its own power to gate. Passenger were then deplaned. Callback conversation with reporter revealed the following information: the reporter stated no information was given to the flight crew on the maintenance action taken. But maintenance control was correct in advising these warnings were written up in the logbook previously.

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Original NASA ASRS Text

Title: A CANADAIR CL65 IN DSCNT AT 6000 FT DECLARED AN EMER DUE TO 'SPOILERON FAULT' FOLLOWED BY 'SPOILERS FAULT' MESSAGES.

Narrative: ON DSCNT WITH ZZZ APCH CTL, 'SPOILERONS FAULT' CAUTION MESSAGE CAME ON. SECONDS LATER 'SPOILERS FAULT' MESSAGE ALSO CAME ON. PROCEEDED TO RUN QRH PROCS. FIRST, FOR 'SPOILERONS FAULT' THEN SPOILERS FAULT. MOST RESTRICTIVE PROC LIMITED TO FLAPS SELECTION 20 DEGS MAX. WE THEN ADVISED ATC WE WOULD NEED TO DELAY APCH TO WORK ON PROB. WE WERE GIVEN BOX PATTERN VECTORS. FO WAS HANDLING ATC AND FLYING ACFT. CAPT WAS CONTACTING DISPATCH AND MAINT CTL FOR INPUT. DISPATCH QUICKLY GAVE US OUR RWY LENGTH REQUIRED BASED ON ACFT WT AND THRUST REVERSERS OPERABLE. MAINT CTL HAD NO OTHER HELP THAN THE QRH PROCS. HOWEVER MAINT CTL INFORMED CAPT THAT THE ACFT HAD THE SAME PROB A COUPLE OF DAYS PRIOR. AFTER SPEAKING WITH DISPATCH AND VERIFYING A SAFE LNDG COULD BE MADE WE INFORMED DISPATCH AND ATC WE WERE DECLARING AN EMER AS A PRECAUTION. FLT ATTENDANT WAS THEN INFORMED AS TO THE PROB AND ASKED TO PREPARE FOR AN EMER LNDG AND TO PLACE PAX IN BRACE POS. CAPT THEN MADE A PA TO INFORM PAX OF THE PROB. AFTER FLT ATTENDANT INFORMED CREW THE CABIN WAS READY, CREW REQUESTED AN ILS TO RWY 1. WX WAS CLR. ARPT WAS IN SIGHT ENTIRE APCH. CAPT ASSUMED CTL AND FLEW THE APCH AND LNDG WITHOUT INCIDENT. ACFT WAS TAXIED UNDER ITS OWN PWR TO GATE. PAX WERE THEN DEPLANED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED NO INFO WAS GIVEN TO THE FLT CREW ON THE MAINT ACTION TAKEN. BUT MAINT CTL WAS CORRECT IN ADVISING THESE WARNINGS WERE WRITTEN UP IN THE LOGBOOK PREVIOUSLY.

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.