Narrative:

While climbing to cruise altitude; I believe around 17000 ft; 2 caution messages were received. A stabilizer trim and a mach trim caution messages. I was on my last leg of IOE; and requested that the pilot operating manual be consulted to address the message. Seeing that these are different procedures; we chose to first follow the stabilizer trim procedure. While going through the procedure; both the stabilizer trim and mach trim messages were cleared in response to the stated procedural actions. All flight characteristics were normal. The final portion of the stabilizer trim procedure was to plan for a flaps 20 degree landing; and make the appropriate adjustments to landing distance and approach speeds. Dispatch was contacted via ACARS and agreed to our recommendations. The flight continued to ZZZ normally and we computed our new landing distance and found them to easily allow landing on the anticipated runway. We performed the descent checklist a little earlier than normal in order to not overload ourselves during the descent and approach to ZZZ. The approach was briefed with the considerations for flaps 20 degrees and the additional landing distance calculations. The approach checklist was completed a little earlier than normal again to allow us to concentrate on the approach. Flaps 20 degrees considerations were reviewed including the higher approach speed; confign and anticipated point of turnoff after landing. During initial call to ZZZ approach control; we advised that we would be required to fly a slightly faster approach due to a malfunction requiring nonstandard flap extension and that we would not be able to accept any lahso. They thanked us for the coordination. The approach went smoothly; touchdown was made normally in the touchdown zone; the plane decelerated and exited at the normal location. We completed the after landing and taxied to the gate normally. After parking at the gate; I made the call to ZZZ maintenance control to inform them of the job code number and malfunction conditions. Upon describing the failure and the write-up; maintenance control asked if the messages continued. I responded that the messages cleared by following the appropriate procedure. He asked if the messages were visible now; to which I replied; no they were cleared while performing the appropriate procedure. He replied with 'why had I written it up then?' I responded that the write-up was concerning the fact that we had a malfunction in-flight and that even though the messages no longer were present; that we still had a malfunction that required maintenance attention. He again responded that if I had no message any longer; then what was the maintenance problem? I restated myself and told him that there is an open write-up in the maintenance logbook. Upon staying after to talk to the mechanic; he showed me the failure code for one of the stabilizer trim channels and stated that we did the right thing by complying with our pilot operating manual procedures and writing up the malfunction; no matter what maintenance control believed.

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Original NASA ASRS Text

Title: AFTER CLEARING A STAB TRIM AND MACH TRIM CAUTION MESSAGE ENROUTE; A CRJ-200 CAPTAIN DESCRIBES THE CONVERSATION WITH HIS COMPANY'S MAINT CONTROLLER QUESTIONING THE PILOT'S LOG WRITE-UP.

Narrative: WHILE CLBING TO CRUISE ALT; I BELIEVE AROUND 17000 FT; 2 CAUTION MESSAGES WERE RECEIVED. A STABILIZER TRIM AND A MACH TRIM CAUTION MESSAGES. I WAS ON MY LAST LEG OF IOE; AND REQUESTED THAT THE PLT OPERATING MANUAL BE CONSULTED TO ADDRESS THE MESSAGE. SEEING THAT THESE ARE DIFFERENT PROCS; WE CHOSE TO FIRST FOLLOW THE STABILIZER TRIM PROC. WHILE GOING THROUGH THE PROC; BOTH THE STABILIZER TRIM AND MACH TRIM MESSAGES WERE CLRED IN RESPONSE TO THE STATED PROCEDURAL ACTIONS. ALL FLT CHARACTERISTICS WERE NORMAL. THE FINAL PORTION OF THE STABILIZER TRIM PROC WAS TO PLAN FOR A FLAPS 20 DEG LNDG; AND MAKE THE APPROPRIATE ADJUSTMENTS TO LNDG DISTANCE AND APCH SPDS. DISPATCH WAS CONTACTED VIA ACARS AND AGREED TO OUR RECOMMENDATIONS. THE FLT CONTINUED TO ZZZ NORMALLY AND WE COMPUTED OUR NEW LNDG DISTANCE AND FOUND THEM TO EASILY ALLOW LNDG ON THE ANTICIPATED RWY. WE PERFORMED THE DSCNT CHKLIST A LITTLE EARLIER THAN NORMAL IN ORDER TO NOT OVERLOAD OURSELVES DURING THE DSCNT AND APCH TO ZZZ. THE APCH WAS BRIEFED WITH THE CONSIDERATIONS FOR FLAPS 20 DEGS AND THE ADDITIONAL LNDG DISTANCE CALCULATIONS. THE APCH CHKLIST WAS COMPLETED A LITTLE EARLIER THAN NORMAL AGAIN TO ALLOW US TO CONCENTRATE ON THE APCH. FLAPS 20 DEGS CONSIDERATIONS WERE REVIEWED INCLUDING THE HIGHER APCH SPD; CONFIGN AND ANTICIPATED POINT OF TURNOFF AFTER LNDG. DURING INITIAL CALL TO ZZZ APCH CTL; WE ADVISED THAT WE WOULD BE REQUIRED TO FLY A SLIGHTLY FASTER APCH DUE TO A MALFUNCTION REQUIRING NONSTANDARD FLAP EXTENSION AND THAT WE WOULD NOT BE ABLE TO ACCEPT ANY LAHSO. THEY THANKED US FOR THE COORD. THE APCH WENT SMOOTHLY; TOUCHDOWN WAS MADE NORMALLY IN THE TOUCHDOWN ZONE; THE PLANE DECELERATED AND EXITED AT THE NORMAL LOCATION. WE COMPLETED THE AFTER LNDG AND TAXIED TO THE GATE NORMALLY. AFTER PARKING AT THE GATE; I MADE THE CALL TO ZZZ MAINT CTL TO INFORM THEM OF THE JOB CODE NUMBER AND MALFUNCTION CONDITIONS. UPON DESCRIBING THE FAILURE AND THE WRITE-UP; MAINT CTL ASKED IF THE MESSAGES CONTINUED. I RESPONDED THAT THE MESSAGES CLRED BY FOLLOWING THE APPROPRIATE PROC. HE ASKED IF THE MESSAGES WERE VISIBLE NOW; TO WHICH I REPLIED; NO THEY WERE CLRED WHILE PERFORMING THE APPROPRIATE PROC. HE REPLIED WITH 'WHY HAD I WRITTEN IT UP THEN?' I RESPONDED THAT THE WRITE-UP WAS CONCERNING THE FACT THAT WE HAD A MALFUNCTION INFLT AND THAT EVEN THOUGH THE MESSAGES NO LONGER WERE PRESENT; THAT WE STILL HAD A MALFUNCTION THAT REQUIRED MAINT ATTN. HE AGAIN RESPONDED THAT IF I HAD NO MESSAGE ANY LONGER; THEN WHAT WAS THE MAINT PROB? I RESTATED MYSELF AND TOLD HIM THAT THERE IS AN OPEN WRITE-UP IN THE MAINT LOGBOOK. UPON STAYING AFTER TO TALK TO THE MECH; HE SHOWED ME THE FAILURE CODE FOR ONE OF THE STABILIZER TRIM CHANNELS AND STATED THAT WE DID THE RIGHT THING BY COMPLYING WITH OUR PLT OPERATING MANUAL PROCS AND WRITING UP THE MALFUNCTION; NO MATTER WHAT MAINT CTL BELIEVED.

Data retrieved from NASA's ASRS site as of May 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.