Narrative:

Emergency declared for flight control malfunction. We were on downwind and slowing for a visual approach. Approach had just turned us over to tower when the first officer called for flaps 2 and we got an ECAM: F/control flaps fault/locked. We stayed with approach control and advised them we had a flap problem and requested vectors for a box pattern over the airport; which were provided. The ECAM itself provides little guidance other than do not exceed 230 KTS. I got the book out and determined that we would be making a reduced flap/high speed landing. At that point; I declared an emergency with approach and requested the equipment; dispatch was informed of the situation via ACARS. After determining the approach speed and configuration; I informed approach control and dispatch. I informed the flight attendants about what was going and told them not to prep for evacuation; but that we would be landing fast with hard braking. I also made a PA to explain what was going on to the passengers. Dispatch concurred with our approach speed computation and landing distance required. The landing was uneventful and the brake temperatures never went over about 480 degrees. We advised operations to be careful because of the hot brakes and with the fire department present were able to chock the wheels so we could release the brakes. I spoke with maintenance control today (next day after event) and they found that the bolts holding the torque tube driving the flaps on the right side had separated; so the right flaps did not extend when commanded. (The new flight manual format made finding the information we needed very difficult. All the red tabs just got in the way instead of helping. My first officer and I had both browsed through the new format; but that is not the same as looking for information in the heat of battle. We also discussed using the ipad for the non-normal; but as the software is now configured; it would be a nightmare. I tried to use it to prepare for my pt recently. The search function might work a couple of times then the app would shut down requiring the user to reenter a password; it also shut down several times just turning pages. I finished the exams using my own computer. Another problem we considered was flipping between pages; once we found the material in the paper manual; it was easy to go back and forth. We know of no way to do this with [the ipad application]. Besides fixing the shutdown problem; to be usable; [the ipad application] should have a 'flight mode' that would keep the unit from going to sleep and the only password required should be the ipad password itself. Also; being able to select several pages to move/flip back and forth between them would be helpful. I believe the event went smoothly and that we worked well as a crew. Dispatch was also very helpful and backed up the information we needed. We had plenty of fuel so we never felt rushed which was good because we were both very tired; it was a long day and we both had come off of multiday trips that included both very late and all night flying.

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Original NASA ASRS Text

Title: A319 Captain reports an ECAM: F/CTL FLAPS FAULT/LOCKED; when flaps are selected to 2 during approach which results in landing with flaps up and slats 3. Difficulties are reported locating information in a redesigned flight manual and using an iPad EFB.

Narrative: Emergency declared for flight control malfunction. We were on downwind and slowing for a visual approach. Approach had just turned us over to Tower when the First Officer called for flaps 2 and we got an ECAM: F/CTL FLAPS FAULT/LOCKED. We stayed with Approach Control and advised them we had a flap problem and requested vectors for a box pattern over the airport; which were provided. The ECAM itself provides little guidance other than do not exceed 230 KTS. I got the book out and determined that we would be making a reduced flap/high speed landing. At that point; I declared an emergency with Approach and requested the equipment; Dispatch was informed of the situation via ACARS. After determining the approach speed and configuration; I informed Approach Control and Dispatch. I informed the flight attendants about what was going and told them not to prep for evacuation; but that we would be landing fast with hard braking. I also made a PA to explain what was going on to the passengers. Dispatch concurred with our approach speed computation and landing distance required. The landing was uneventful and the brake temperatures never went over about 480 degrees. We advised operations to be careful because of the hot brakes and with the fire department present were able to chock the wheels so we could release the brakes. I spoke with Maintenance Control today (next day after event) and they found that the bolts holding the torque tube driving the flaps on the right side had separated; so the right flaps did not extend when commanded. (The new flight manual format made finding the information we needed very difficult. All the red tabs just got in the way instead of helping. My First Officer and I had both browsed through the new format; but that is not the same as looking for information in the heat of battle. We also discussed using the iPad for the non-normal; but as the software is now configured; it would be a nightmare. I tried to use it to prepare for my PT recently. The search function might work a couple of times then the app would shut down requiring the user to reenter a password; it also shut down several times just turning pages. I finished the exams using my own computer. Another problem we considered was flipping between pages; once we found the material in the paper manual; it was easy to go back and forth. We know of no way to do this with [the iPad application]. Besides fixing the shutdown problem; to be usable; [the iPad application] should have a 'flight mode' that would keep the unit from going to sleep and the only password required should be the iPad password itself. Also; being able to select several pages to move/flip back and forth between them would be helpful. I believe the event went smoothly and that we worked well as a crew. Dispatch was also very helpful and backed up the information we needed. We had plenty of fuel so we never felt rushed which was good because we were both very tired; it was a long day and we both had come off of multiday trips that included both very late and all night flying.

Data retrieved from NASA's ASRS site as of July 2013 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.