Narrative:

On approach to ZZZ1; we selected flaps 8 degrees. Upon doing so; we received a flap fail caution message. We went through the QRH and proceeded with the flaps failed at 0 degrees. After discussing landing distances with dispatch; we elected to divert to ZZZ due to moderate turbulence; gusty winds and short runway. We proceeded to ZZZ and landed runway 23R without incident. Supplemental information from additional submission: on approach to ZZZ1; we selected flaps 8 degrees. Upon doing so we received a flap fail caution message from EICAS; and the flaps had failed at 0 degrees. We went through and completed the QRH procedure for this caution; and it advised us of a much higher landing speed (reference +30) as well as increased landing distance. The runway in use at ZZZ1 was runway 33; which had approximately 5800 ft available. Glide slope; PAPI; and MALSR were inoperative per the NOTAMS on ATIS. We contacted our dispatcher to confirm our calculations for landing distance. He told us that the manual indicated that we should be able to land in just less than 5000 ft. With the gusty conditions; moderate turbulence below 8000 ft; and short runway distance (intersecting runway not an option due to high crosswind); we elected to divert to ZZZ. We informed our dispatcher and proceeded to ZZZ at 10000 ft. Upon being handed to ZZZ approach we declared an emergency. We were assigned runway 23R; which has 10000 ft. We were vectored out for a 12 mile final and landed without incident. Using moderate braking and maximum reversers we used just under two thirds of the runway (exiting at taxiway B4 intersection but under 40-50 KTS after taxiway C intersection). However with just moderate braking; our brake temperature (from btms) was above normal and finally peaked at 8 (typically not getting much above 4 or 5 under normal circumstances). We were glad we opted for the extra room at ZZZ; even though calculated performance said we would be able to land at ZZZ1; we would have had to use maximum braking which might have caused a brake fire; and or blown the fuse plugs making an abnormal event into an emergency. Callback conversation with reporter revealed the following information: the reporter indicated that the flaps were visually checked prior to departure per the airworthiness directive and everything looked ok. The reporter stated the diversion was a good call as the runway used was 10000 ft long and they used 6600 ft of it. Reporter said that maintenance replaced a flap computer and reset the circuit breakers and flaps checked ok. The reporter indicated that the company policy is now to enter a deferred item on the flaps for 70 hours and if no hits on the flaps are reported; the item is cleared. This was the reporter's first no flap landing in 2 yrs in the airplane. Supplemental information from acn 678414: we diverted and had an uneventful landing. Maintenance fixed the problem and we went to ZZZ1 uneventfully.

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Original NASA ASRS Text

Title: A CRJ200 AT 500 FT ON APCH WITH FLAPS 8 DEGS SELECTED GOT AN EICAS 'FLAPS FAIL' AND FLAPS FAILED AT '0' DEGS. CREW DECLARED AN EMER AND DIVERTED.

Narrative: ON APCH TO ZZZ1; WE SELECTED FLAPS 8 DEGS. UPON DOING SO; WE RECEIVED A FLAP FAIL CAUTION MESSAGE. WE WENT THROUGH THE QRH AND PROCEEDED WITH THE FLAPS FAILED AT 0 DEGS. AFTER DISCUSSING LNDG DISTANCES WITH DISPATCH; WE ELECTED TO DIVERT TO ZZZ DUE TO MODERATE TURB; GUSTY WINDS AND SHORT RWY. WE PROCEEDED TO ZZZ AND LANDED RWY 23R WITHOUT INCIDENT. SUPPLEMENTAL INFO FROM ADDITIONAL SUBMISSION: ON APCH TO ZZZ1; WE SELECTED FLAPS 8 DEGS. UPON DOING SO WE RECEIVED A FLAP FAIL CAUTION MESSAGE FROM EICAS; AND THE FLAPS HAD FAILED AT 0 DEGS. WE WENT THROUGH AND COMPLETED THE QRH PROC FOR THIS CAUTION; AND IT ADVISED US OF A MUCH HIGHER LNDG SPD (REF +30) AS WELL AS INCREASED LNDG DISTANCE. THE RWY IN USE AT ZZZ1 WAS RWY 33; WHICH HAD APPROX 5800 FT AVAILABLE. GLIDE SLOPE; PAPI; AND MALSR WERE INOP PER THE NOTAMS ON ATIS. WE CONTACTED OUR DISPATCHER TO CONFIRM OUR CALCULATIONS FOR LNDG DISTANCE. HE TOLD US THAT THE MANUAL INDICATED THAT WE SHOULD BE ABLE TO LAND IN JUST LESS THAN 5000 FT. WITH THE GUSTY CONDITIONS; MODERATE TURB BELOW 8000 FT; AND SHORT RWY DISTANCE (INTERSECTING RWY NOT AN OPTION DUE TO HIGH XWIND); WE ELECTED TO DIVERT TO ZZZ. WE INFORMED OUR DISPATCHER AND PROCEEDED TO ZZZ AT 10000 FT. UPON BEING HANDED TO ZZZ APCH WE DECLARED AN EMER. WE WERE ASSIGNED RWY 23R; WHICH HAS 10000 FT. WE WERE VECTORED OUT FOR A 12 MILE FINAL AND LANDED WITHOUT INCIDENT. USING MODERATE BRAKING AND MAX REVERSERS WE USED JUST UNDER TWO THIRDS OF THE RWY (EXITING AT TXWY B4 INTXN BUT UNDER 40-50 KTS AFTER TXWY C INTXN). HOWEVER WITH JUST MODERATE BRAKING; OUR BRAKE TEMP (FROM BTMS) WAS ABOVE NORMAL AND FINALLY PEAKED AT 8 (TYPICALLY NOT GETTING MUCH ABOVE 4 OR 5 UNDER NORMAL CIRCUMSTANCES). WE WERE GLAD WE OPTED FOR THE EXTRA ROOM AT ZZZ; EVEN THOUGH CALCULATED PERFORMANCE SAID WE WOULD BE ABLE TO LAND AT ZZZ1; WE WOULD HAVE HAD TO USE MAX BRAKING WHICH MIGHT HAVE CAUSED A BRAKE FIRE; AND OR BLOWN THE FUSE PLUGS MAKING AN ABNORMAL EVENT INTO AN EMER. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR INDICATED THAT THE FLAPS WERE VISUALLY CHKED PRIOR TO DEP PER THE AIRWORTHINESS DIRECTIVE AND EVERYTHING LOOKED OK. THE RPTR STATED THE DIVERSION WAS A GOOD CALL AS THE RWY USED WAS 10000 FT LONG AND THEY USED 6600 FT OF IT. RPTR SAID THAT MAINT REPLACED A FLAP COMPUTER AND RESET THE CIRCUIT BREAKERS AND FLAPS CHKED OK. THE RPTR INDICATED THAT THE COMPANY POLICY IS NOW TO ENTER A DEFERRED ITEM ON THE FLAPS FOR 70 HOURS AND IF NO HITS ON THE FLAPS ARE RPTED; THE ITEM IS CLRED. THIS WAS THE RPTR'S FIRST NO FLAP LNDG IN 2 YRS IN THE AIRPLANE. SUPPLEMENTAL INFO FROM ACN 678414: WE DIVERTED AND HAD AN UNEVENTFUL LNDG. MAINT FIXED THE PROB AND WE WENT TO ZZZ1 UNEVENTFULLY.

Data retrieved from NASA's ASRS site as of January 2009 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.