2011-12 · NASA ASRS report 985294
Following receipt of a F/CTL flap fault ECAM; an A320 flight crew executed a go around; performed appropriate checklists and notifications; declared an emergency and landed without incident.
On approach when flaps extended to position 2 we got an ECAM F/CTL Flap fault. The ECAM called for cycling the flap handle in an attempt to reset the system so we asked for and received increased assigned speed from ATC. It became apparent that we would need to break off the approach and work the problem. We did this. I assigned the First Officer to fly and work the radios while I worked the problem. I followed the ECAM and retracted the flaps. On re-extension the problem recurred. I used the irregular section of the Flight Manual which directed a Flap 3 handle position for landing and review of Maneuvers section Abnormal Slat/Flap Approach. Additionally we were to apply landing distance calculation procedure. I determined that we had more than adequate available landing distance with 16R; weather was not a factor and we had about one hour of fuel remaining. I spoke to the purser and told her what the problem was and that we would need another 15 minutes or so to complete checklists. I also said we did not need to prepare for an evacuation. I made a PA announcement to inform the passengers of our problem and that they could expect a normal landing after our checklists were complete. We reviewed our problem with Dispatch and Maintenance Control and determined there was no fix we could attempt. During this time the First Officer suggested declaring an emergency. I agreed; and we did so. The First Officer and I briefed each other on what each had been doing and we then got clearance back to the airport. I took back the airplane on final approach and an uneventful landing followed.
I was flying the approach at 9;000 FT MSL and 210 KIAS with flaps 1 selected. ATC cleared us for the visual approach. ATC said to slow to 170 KIAS. I selected 170 KIAS; disconnected the autopilot and at 190 KIAS requested flaps 2. Flaps 2 was selected which resulted in the F/CTL Flaps Fault ECAM. At this point we were in a slight descent as we were capturing the glide slope. I continued to fly the airplane as the Captain began to execute the ECAM. As we needed to cycle the flaps we told Tower that we needed to break off the approach. We climbed back to 9;000 FT MSL and were given a turn towards the north. The Captain selected 200 KIAS and cycled the flaps with the same result - the ECAM returned. At this point my attention was solely on flying the airplane; talking with ATC and keeping the Captain apprised of our fuel state while he worked the problem. While working through the problem the flaps were cycled twice to no avail. About this time I told ATC that we were declaring an emergency and provided them with fuel and souls on board. I also requested the longest runway and explained our problem and that we would be landing at a much higher speed then normal. I also said that we would probably have no problem clearing the runway after landing. After approximately 15 minutes the Captain briefed me on the approach and landing that we would need to perform as he had reviewed the abnormal checklist for Flap Fault; the Maneuvers section of the Flight Manual for the approach profile and flap and speed settings and had calculated the runway required for the speed and configuration flown. As we had the fuel for a little more flight time the Captain contacted [Maintenance] to see if they had any additional help to provide. I pointed out that we were at 4;200 LBS of fuel and 45 miles from the airport at which time we decided that at 4;000 LBS we would fly the approach. I told ATC that we were ready for the approach; they gave us a heading of 140 to intercept the LOC and I turned control over to the Captain who flew the approach and landing. Auto brakes Medium were selected flaps 3 selected on the Performance page and a reference speed of 157 entered. The approach looked fairly normal with the touchdown about the 2;000 FT marker with a normal roll out. As we taxied to gate we left the flap handle in the flap 3 detent for maintenance. I also made a PA reminding everyone to remain seated until at the gate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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