Narrative:

We had planned a zero-flap landing to runway xxr due to a flaps fail caution message. I mistakenly lined up with taxiway M during the approach. The first officer recognized and called for a go-around at 300 ft AGL. We performed a go-around. Approach suggested runway yyl (glide path available). We requested runway yyl; however; approach read back runway xxl. We confirmed we needed runway yyl for length. Again; the autopilot did not capture the localizer. I flew a raw data ILS and we broke out at 1;300 ft AGL. I was task saturated during the descent and approach phase of flight. The aircraft had a deferred FMS and we had to remind center twice that we were on the arrival and could not go direct to intersection X or intersection Y. We declared an emergency and requested runway xxr. However; the final approach controller tried to assign us runway xxl. We confirmed we needed the long runway for a zero-flap landing. The GS was out for runway xxr and the weather was 1;300 ft broken. We briefed and planned a non precision approach. During the turn to final; the autopilot did not capture the localizer. I used heading mode to maintain courser. When we broke out at 1;300 ft AGL; we were above the PAPI glide path and slightly left of course. The first officer called the approach lights in sight and I aligned the aircraft with what I perceived to be the runway centerline. The first officer (pilot monitoring) continued to call the rate of descent and at approximately 300 ft noticed I was lined up with taxiway M and called for a go-around. The new centerline lights for taxiway M are easier to see than the runway lights. There were no aircraft on taxiway M so the taxiway centerline lights were obstructed. I failed to crosscheck the localizer course after breaking out. I was more concerned with the glide path and speed for the zero-flap landing. I was task saturated due to the faster than normal approach speed for the zero-flap landing; clarification of ATC instructions; failure of the autopilot to capture the localizer; and a non precision approach at night. Supplemental information from acn 823970: at FL190; we received a 'flaps fail' EICAS message; while descending through light to moderate turbulence. This aircraft had 2 previous flap failures in the recent maintenance log. Find and fix the problems causing flap failures on the CRJ200.

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Original NASA ASRS Text

Title: A task saturated CRJ-200 Captain lined up on a taxiway during an emergency approach with a 'FLAPS FAIL' CAS alert. On the next approach the aircraft did not capture the localizer and was hand flown on the ILS to a normal landing.

Narrative: We had planned a zero-flap landing to Runway XXR due to a Flaps Fail Caution message. I mistakenly lined up with Taxiway M during the approach. The First Officer recognized and called for a go-around at 300 FT AGL. We performed a go-around. Approach suggested Runway YYL (glide path available). We requested Runway YYL; however; Approach read back Runway XXL. We confirmed we needed Runway YYL for length. Again; the autopilot did not capture the LOC. I flew a raw data ILS and we broke out at 1;300 FT AGL. I was task saturated during the descent and approach phase of flight. The aircraft had a deferred FMS and we had to remind Center twice that we were on the arrival and could not go direct to Intersection X or Intersection Y. We declared an emergency and requested Runway XXR. However; the Final Approach Controller tried to assign us Runway XXL. We confirmed we needed the long runway for a zero-flap landing. The GS was out for Runway XXR and the weather was 1;300 FT broken. We briefed and planned a non precision approach. During the turn to final; the autopilot did not capture the LOC. I used heading mode to maintain courser. When we broke out at 1;300 FT AGL; we were above the PAPI glide path and slightly left of course. The First Officer called the approach lights in sight and I aligned the aircraft with what I perceived to be the runway centerline. The First Officer (pilot monitoring) continued to call the rate of descent and at approximately 300 FT noticed I was lined up with Taxiway M and called for a go-around. The new centerline lights for Taxiway M are easier to see than the runway lights. There were no aircraft on Taxiway M so the taxiway centerline lights were obstructed. I failed to crosscheck the LOC course after breaking out. I was more concerned with the glide path and speed for the zero-flap landing. I was task saturated due to the faster than normal approach speed for the zero-flap landing; clarification of ATC instructions; failure of the autopilot to capture the LOC; and a non precision approach at night. Supplemental information from ACN 823970: At FL190; we received a 'Flaps Fail' EICAS message; while descending through light to moderate turbulence. This aircraft had 2 previous flap failures in the recent Maintenance Log. Find and fix the problems causing flap failures on the CRJ200.

Data retrieved from NASA's ASRS site as of April 2012 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.