B757 flight crew reported flap malfunction during descent.
Synopsis
B757 flight crew reported flap malfunction during descent.
Narrative
When the aircraft was between ZZZZZ and ZZZZZ1 on the ZZZZZ2X arrival to ZZZ; ATC directed us to slow to a max of 210 knots. The aircraft had around 12;800 pounds of fuel. When the aircraft was at 230 knots (10 knots below Flaps 1 limit speed); I called for Flaps 1 and the FO selected Flaps 1. He recalled the handle making a loud clunking sound as it went into the Flaps 1 detent. Around 30 seconds later; the aircraft displayed a TE FLAPS DISAGREE EICAS message with the flap indicator showing the flaps up. At this point the aircraft was continuing to slow to 210 knots; which was our maneuvering speed. I increased the airspeed to 215 knots to buffer the clean maneuvering speed and discussed a gameplan with the FO before transferring aircraft control to the FO. I first verified the flaps lever was in the detent; which it was. Next I lifted the flap lever up and reseated the lever momentarily from flaps up back to flaps 1. After a momentary pause with no change in the EICAS message; I referenced the Non-Normal checklist for TE FLAPS DISAGREE; page X of the FM. After accomplishing step 5; A TE FLAP ASYM EICAS momentarily displayed and then went away; clearing all EICAS messages. After the checklist was accomplished and the aircraft was configured for a flaps 20 landing; I contacted dispatch to relay the situation. Dispatched asked if I wanted to talk to Maintenance Control; but based on the checklist successfully remedying the EICAS message; our close proximity to ZZZ and our remaining fuel; I advised that we did not need any assistance from Maintenance Control. I informed him that we had not yet requested priority handling but intended to immediately after talking to Dispatch and that our plan was to have the aircraft examined by Fire Rescue after landing and then we would taxi to park and deplane normally. I asked the Dispatch coordinate with ZZZ station operations our intent to taxi to park assuming the Fire Rescue crew saw no issues with our jet. I then directed the FO to request priority handling with ATC as I coordinated with our flight attendants. As I completed my briefing with the purser; another flight attendant picked up their handset and started asking irrelevant questions. The purser did a fantastic job of silencing the other flight attendant while the two of us finished our coordination; telling the other flight attendant that she would get him up to speed right after we finished talking because the flight deck was too busy with checklist duties. I commended the purser after parking for remaining calm and commanding her flight attendants during the ordeal. She helped lower the stress level with the passengers and flight attendants. I then made a brief PA to the passengers. After discussing with the FO what I accomplished and what he accomplished and any remaining steps before landing; we did a transfer of aircraft control; and he accomplished the DEFFERED ITEMS checklist. ATC vectored us for an ILS to Runway XXR. Initially we intended to have Fire Rescue inspect our aircraft while on the runway but after an uneventful flaps 20 landing; we chose to exit the runway at the end to accomplish that step. We touched down with approximately 9;600 pounds of fuel.Tower directed us to clear the runway to the right (North side) and hold on taxiway 1. After a brief inspection with no noticeable damage reported; we resumed taxiing. We still ended up arriving to the gate early; but we did have to hold for roughly 10 minutes on taxiway 1 until we were allowed to enter taxiway 2 to taxi to parking; which likely increased the stress of the passengers. I mention this because we had many passengers on our flight that were originally on another flight; which experienced some aircraft damage from the jet bridge before push and required a delay beyond our flight's push time. These passengers were originally scheduled to land at XA:55 and many had tight connections; so this led to a stressful deplaning for many ofthe passengers. The rest of the taxi back was uneventful.
Second reporter narrative
On descent into ZZZ on the ZZZZZ2X arrival; approximately over the airport at 11;000 feet; ATC instructed us to descend to 10;000 and reduce speed to 210 or less. We started slowing down and descending. At 228 knots; the captain called for Flaps 1. I placed the flap handle in the Flaps 1 detent and verified it was seated properly. Shortly after doing that; an audible clunk was heard emanating from the center pedestal followed by the master caution and a TE FLAP disagree EICAS message.The Captain gave me the aircraft and radios while he began running the checklist. I notified ATC that we needed to run a checklist before we could land and for the time being we were unable to slow below 210. ATC left us on the vector leg at the end of the arrival but cleared us to descend to 6000 and later gave us delay vectors. The checklist has us put down the flaps by alternate means so I slowed us to 190 then 170 or so as the flaps were extended. The captain finished the checklist; called dispatch who asked if we needed to talk to Maintenance Control. He asked me if there was anything I could think of that they would help us with but seeing as the checklist was complete except for deferred items and we were configured safely to land (except throwing the gear down); and had higher fuel burn due to the flaps; we both agreed that we didn't need to talk to Maintenance Control.The captain and I decide it was appropriate to request priority handling out of an abundance of caution so while he called the flight attendants to give them a briefing; I requested priority with ATC stating souls on board and fuel remaining (in both minutes and pounds). They asked if we needed any assistance getting off the runway but seeing as it was a flap issue; I said we should be able to vacate the runway under our own power after a quick inspection.After the captain made a PA; we both came back together and briefed what we did and transferred aircraft controls back to the captain while I pulled up the deferred items descent and landing checklist on my iPad at which point we ran the descent portion and briefed the slight differences that a Flaps 20 landing has from a normal landing. We got vectored for the ILSXXR. After an otherwise uneventful landing; we decelerated on the runway. While originally intending to get the aircraft inspected on the runway; we didn't notice any abnormalities so we exited on [Taxiway] 1 and had the inspection there. After I made a quick PA to the passengers telling them that we were having a truck with flashing lights drive around the aircraft; the fire boss did an inspection and did not see anything abnormal with the flaps from the outside so we called ground and taxied to the gate under our own power; leaving the flaps down.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.