Air Carrier flight crew reported while on downwind they received an EICAS for flaps primary; on short final the flight crew received a SINK RATE aural alarm but continued to land safely at the airport.
Synopsis
Air Carrier flight crew reported while on downwind they received an EICAS for flaps primary; on short final the flight crew received a SINK RATE aural alarm but continued to land safely at the airport.
Narrative
FO (First Officer) was PF (Pilot Flying) for arrival. On downwind for ILS during flap extension from 1 to 5 FLAPS PRIMARY EICAS was annunciated. We requested extended vectors; accomplished FLAPS PRIMARY QRH procedure; and continued flap extension to 10 in secondary mode. We then requested vectors to rejoin the approach. On approach during flap extension to 20; FLAP DRIVE EICAS annunciated. At this point a go around was initiated and the approach was discontinued. We then requested direct to fix for holding while we ran the FLAP DRIVE QRH procedure. At this time the Captain assumed the duty of PF. Weather was updated for the approach (VFR conditions with calm winds) and landing data was recomputed for the FLAP DRIVE Non-normal (with landing flaps 25 and VREF30+25 (175 knots) per the QRH). The flap display showed a split in TE flap position with inboards approximately 10 and outboards at 20. The approach was briefed (with a descent rate of 955 VSI noted due to high ground speed); descent checklist completed; and vectors requested back for the ILS. The approach was commenced and aircraft was configured to flaps 25. Approach was stable through 500 feet; at approximately 400 the SINK RATE aural sounded after a correction from being slightly above glide path. The deviation was momentary; corrected; and the approach did not become unstable. Landing was normal and accomplished in the touchdown zone; aircraft exited runway at midfield. Flaps were left down and maintenance was briefed at the gate on the flap malfunction. In retrospect a go around should have been initiated with the SINK RATE aural and discussion of the possibility (in light of the descent rate) should have been briefed more thoroughly with consideration for the flap issues.
Second reporter narrative
FO (First Officer) was PF (Pilot Flying) for arrival. On downwind for ILS during flap extension from 1 to 5 FLAPS PRIMARY EICAS was annunciated. We requested extended vectors; accomplished FLAPS PRIMARY QRH procedure; and continued flap extension to 10 in secondary mode. We then requested vectors to rejoin the approach. On approach during flap extension to 20; FLAP DRIVE EICAS annunciated. At this point a go around was initiated and the approach was discontinued. We then requested direct to fix for holding while we ran the FLAP DRIVE QRH procedure. At this time the Captain assumed the duty of PF. Weather was updated for the approach (VFR conditions with calm winds) and landing data was recomputed for the FLAP DRIVE Non-normal (with landing flaps 25 and VREF30+25 (175 knots) per the QRH). The flap display showed a split in TE flap position with inboards approximately 10 and outboards at 20. The approach was briefed (with a descent rate of 955 VSI noted due to high ground speed); descent checklist completed; and vectors requested back for the ILS. The approach was commenced and aircraft was configured to flaps 25. Approach was stable through 500 feet; at approximately 400 the SINK RATE aural sounded after a correction from being slightly above glide path. The deviation was momentary; corrected; and the approach did not become unstable. Landing was normal and accomplished in the touchdown zone; aircraft exited runway at midfield. Flaps were left down and maintenance was briefed at the gate on the flap malfunction. In retrospect a go around should have been initiated with the SINK RATE aural and discussion of the possibility should have been briefed more thoroughly with consideration for the flap issues.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.