Narrative:

While completing the after takeoff checklist it was discovered that the flaps on our medium large transport had not fully retracted. The flaps were at approximately 8 degrees, which is not a flap setting on the aircraft. The aircraft flight manual and other checklists were consulted and complied with for emergency/abnormal flap operation. The flaps remained at approximately 8 degrees. As the aircraft was above landing weight, the decision was made to burn off fuel while diverting to windsor locks which has a long runway, good emergency equipment and good WX. After arriving in the windsor locks area, we continued to burn off fuel and attempted to increase the flap setting while holding. At the lower holding speed and lower air loading the flaps moved to approximately 15 degrees. The WX in the area was beginning to deteriorate and the decision was made to land with the flaps in this position. While in the hold, the flight manual was consulted to determine the approach speed and amount of runway required. The approach speed was determined by 1.3 times the stall speed in this confign. There is no information in the flight manual as to the amount of runway required for other than normal landing flap setting. The approach and landing were made with the equipment standing by. The landing was normal and used about 6000' of a 9500' runway. The flap shutoff valve was found to be defective. This valve was replaced the the flaps operate normally. Safety recommendations: 1) a manual valve should be installed in the aircraft to back up the normal flap shut off valve. 2) the flight manual should contain information for required runway in other than normal landing flap setting.

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Original NASA ASRS Text

Title: AFTER TKOF WHILE CONDUCTING THE AFTER TKOF CHECKLIST THE REPORTER DISCOVERED THE WING FLAPS WERE NOT FULLY RETRACTED. AS A RESULT THE FLT DIVERTED TO A MORE SUITABLE LNDG ARPT AND LANDED UNEVENTFULLY.

Narrative: WHILE COMPLETING THE AFTER TKOF CHKLIST IT WAS DISCOVERED THAT THE FLAPS ON OUR MLG HAD NOT FULLY RETRACTED. THE FLAPS WERE AT APPROX 8 DEGS, WHICH IS NOT A FLAP SETTING ON THE ACFT. THE ACFT FLT MANUAL AND OTHER CHKLISTS WERE CONSULTED AND COMPLIED WITH FOR EMER/ABNORMAL FLAP OPERATION. THE FLAPS REMAINED AT APPROX 8 DEGS. AS THE ACFT WAS ABOVE LNDG WT, THE DECISION WAS MADE TO BURN OFF FUEL WHILE DIVERTING TO WINDSOR LOCKS WHICH HAS A LONG RWY, GOOD EMER EQUIP AND GOOD WX. AFTER ARRIVING IN THE WINDSOR LOCKS AREA, WE CONTINUED TO BURN OFF FUEL AND ATTEMPTED TO INCREASE THE FLAP SETTING WHILE HOLDING. AT THE LOWER HOLDING SPD AND LOWER AIR LOADING THE FLAPS MOVED TO APPROX 15 DEGS. THE WX IN THE AREA WAS BEGINNING TO DETERIORATE AND THE DECISION WAS MADE TO LAND WITH THE FLAPS IN THIS POS. WHILE IN THE HOLD, THE FLT MANUAL WAS CONSULTED TO DETERMINE THE APCH SPD AND AMOUNT OF RWY REQUIRED. THE APCH SPD WAS DETERMINED BY 1.3 TIMES THE STALL SPD IN THIS CONFIGN. THERE IS NO INFO IN THE FLT MANUAL AS TO THE AMOUNT OF RWY REQUIRED FOR OTHER THAN NORMAL LNDG FLAP SETTING. THE APCH AND LNDG WERE MADE WITH THE EQUIP STANDING BY. THE LNDG WAS NORMAL AND USED ABOUT 6000' OF A 9500' RWY. THE FLAP SHUTOFF VALVE WAS FOUND TO BE DEFECTIVE. THIS VALVE WAS REPLACED THE THE FLAPS OPERATE NORMALLY. SAFETY RECOMMENDATIONS: 1) A MANUAL VALVE SHOULD BE INSTALLED IN THE ACFT TO BACK UP THE NORMAL FLAP SHUT OFF VALVE. 2) THE FLT MANUAL SHOULD CONTAIN INFO FOR REQUIRED RWY IN OTHER THAN NORMAL LNDG FLAP SETTING.

Data retrieved from NASA's ASRS site as of August 2007 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.