2022-04 · NASA ASRS report 1893097
MD-11 Flight crew reported trailing edge flap failure on climb out. The flight crew performed an air turn back and an overweight landing at departure airport.
I was the Captain and Pilot Flying of Aircraft X ZZZ - ZZZ1. After a Flap 10 takeoff [from] ZZZ I called for Flaps up on speed during climb out . I noticed the up arrow on the Flap setting in my Primary Flight Display but the flap degree indications did not change. Auto flight was off. I could see the position of the Flap handle at 0/Ext. I notified the First Officer to request we stop our climb at 5;000 ft. MSL and to speed select 200 KTS on the FCP. Auto flight was engaged. Soon the Level 2 Flap Disagree Alert came on. I directed the First Officer to run the Level 2 checklist.When the First Officer started reading it I was confused by the first paragraph asked him to stop. It seemed he was reading a note not a checklist step. I transferred aircraft control to the First Officer and I became the Pilot Monitoring. I ran the checklist. The first paragraph under the checklist title was directive but looked like it was not a checklist step. It logically made sense to match the flaps with the indicated flap position but I was looking from sometime like 'Flap Handle ....... match to flap position'. 'Does Alert extinguish? 'If NO place Flap handle in last symmetrical position.' This was covered in past simulator training as I recalled. We climbed to 10;000 ft. MSL at 200 KTS requested vectors to stay near ZZZ.Notified Departure Control we would need to hang around while we contacted our company for a possible return to ZZZ. No mayday was declared at this time. We completed the Flap Disagree checklist with the Flap handle at 10; flaps indicating 10 and the level 2 flap disagree alert extinguished. I notified the jump seater that we were holding an addressing an issue. We had 85;000 pounds of fuel and weight was around 440;000 pounds. We contacted Dispatch; Maintenance Control; and a manager to discuss the situation. A landing at the nearest suitable airport was directed by the Checklist and we coordinated a return to ZZZ.We requested an amended release from Dispatch and ACARS divert and data for landing. While this was happening we noticed the flaps slowly moving up to the flap 0 position while the Flap handle remained in the Flap 10 position. I checked all hydraulic quantities and hydraulic systems pressures. All were in the normal range with no loss of fluid quantity or pressure. We then received another Level 2 FLAP DISAGREE alert. We were unsure of what our actual landing configuration would be so we discussed the options. I briefed a normal F35 landing but made sure we both understood the charts; the location and how to determine the app speeds and landing distance requirements for a No Flaps Slats Extended landing. We would be able to land in either configuration.We descended to 5;000 ft. MSL and 200 KTS and I attempted to lower the flaps to Flaps 28. There was no movement and we completed the Level 2 FLAP DISAGREE checklist ending up with the Flaps in a 0EXT position. At this time we requested priority handling. Giving the ground rescue crew plenty of time to get ready. I then referenced the non-alert NO FLAP SLAT EXTENDED LANDING" checklist. We discussed dumping fuel which did not seem necessary with a landing distance of 6;700 ft. and a 10;200 ft. runway. We both separately figured out the approach speed with both of us coming up with 185 KTS with a landing weight of 440;000 lbs. I had the pilot jump seater come up to the cockpit and sit in the observer chair so he could listen to our brief. We had hours of fuel however we were warned of incoming rainy Dispatch that would require us to divert if rainfall started before we landed.We made sure all loose items where secured. I briefed the approach; landing; and possible ground evacuation for our configuration of No Flaps Slat Extended. We made sure to discuss the unusual no auto brakes/ No Auto spoilers/ and manually disconnecting the Auto Throttles. We also discussed the higher then 1;000 ft. vertical speeds when descending on glide slope. With nothing left to do we confirmed the airport rescue where ready and we requested vectors to a long final. At this point the First Officer transferred aircraft control back to me and I became the Pilot Flying again. I disengaged the autopilot and we lowered the gear on a long final. The approach and landing where uneventful. We rolled to the end and onto Taxiway A to monitor brake temperatures as I was concerned about hot brakes. I did not have rescue chock the front tire but held position using one brake pedal with the coolest brake temps.After 15 minutes with no brake overheat alerts and the brakes temps in a steady decline we canceled the Mayday and taxied back to the ramp. While on the ground; with all HYD systems pressurized; and engines 1 and 3 running the flaps dropped to 13 degrees with the flap handle in the 0 EXT position. We then again got the Level 2 FLAP DISAGREE Alert on the ground. My First Officer did a great job. He talked with ATC while I coordinated with dispatch and maintenance. He smoothly flew and backed me up on the checklist items. He offered ideas and suggestions on the best course of action for us. His competence freed me up to try to consider all our options and how to safely work the problem. The flaps moving position by themselves was a very odd issue and did not fit directly into any checklist. While we had hours of gas and could have diverted easily to another airport if the rain came in I was not sure why the flaps come up by themselves while well within any flap speed limitations. This concern was my driving cause to take the land-able condition not delay the landing. Thanks to the sim instructors who talked me through this checklist in the past."
After takeoff on Runway XXR in ZZZ the Captain (Pilot Flying) called for flaps up. Flap lever was moved to the 0/EXT position and after a short amount of time; the level 2 'FLAP DISAGREE ' Alert came on. Upon looking at the CONFIG page; the flaps remained at 10 degrees while the flap handle was in the 0/EXT position. The Captain called for the LVL 2 Flap Disagree checklist; speed selected 200 KTS and we coordinated with departure a level off at 5;000 ft. After a brief read of the checklist; we requested a climb to 10;000 ft. as well as vectors around the ZZZ area.At this point; the Captain elected to have the First Officer fly the aircraft while working through the various checklists/procedures. The first paragraph on the checklist states to place the flap handle to match the current flap position; which we did. We were then in a scenario of flap handle at 10 degrees; flaps showing 10 degrees and the LVL 2 alert was extinguished. After a short time we noticed on the CONFIG page that the flaps were very slowly retracting - eventually reading 0/3 on the Primary Flight Display and at some point during the 'self-retraction' process the LVL 2 FLAP DISAGREE Alert came back on. We then established communications with Flight; Maintenance Control; Dispatch and a maintenance engineer to come up with a game plan.Next; the flap handle was moved to the 0/EXT position to match the new; un-commanded position of the flaps and the LVL 2 alert again extinguished. The decision was made to return for a landing and we received an amended release from Dispatch. At the time we weren't sure yet whether or not it would be a normal landing or an abnormal landing with a non-standard flap setting. Both types of approaches were briefed at altitude to cover all the potential outcomes. This included a normal; flaps 35 landing as well as a 0/EXT landing. Numbers were ran for both from performance software; as well as referencing the appropriate charts for a 0/EXT landing. Calculated Vref at 440;000 pounds was 170 KTS with a Vapp of 185 KTS. This gave us a landing distance of roughly 6;700 ft. with max manual braking.After thorough briefs we descended to 5;000 ft. and attempted to move the flaps to 15. The flaps did not move and subsequently received another LVL 2 'FLAP DISAGREE' Alert. Flap handle was again placed in the 0/EXT position which once again extinguished the alert; and the handle remained there for the duration of flight. After a second review of landing distance; Vapp speed and the Non-Alert 'NO FLAP/SLAT EXTENDED LANDING' checklist; we [requested priority handling] with ZZZ approach and requested an extended final for the ILS. At this point the controls were transferred back to the Captain and he remained Pilot Flying for the duration of the flight.Approach and landing were uneventful and we rolled to the end with a right turn off on taxiway A to monitor brake temperatures at a remote location. Fire and rescue were behind us watching for any signs of problems from brakes and tires. Brake temperatures maxed out at approximately 535 degrees C on the CONFIG page and after about 15 minutes of holding on taxiway A temperatures were in a steady decline. Also during this time the LVL 2 FLAP DISAGREE Alert again appeared. Looking at the CONFIG page; flaps were slowly drooping (13 degrees by the time we shut down) with all three hydraulic systems still running and with the flap handle still in the 0/EXT position. We cancelled the [priority] status once the concern for brake temperatures lessened and taxied back to [the] ramp.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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