Narrative:

Upon taxi out we noticed a flap malfunction when selecting the flaps and slats to the takeoff position. Upon cycling the system 4-5 times the flaps finally went to their takeoff position at 12 degrees. After departing and upon reaching acceleration altitude the pilot flying asked for flaps up yaw damper on. The flap handle was selected to 0 and we received the slat/flap maintenance EICAS message. After cycling the flaps they would not move. Realizing that we could not fly the entire flight with flaps 12 and at 20000 feet; because we would run out of fuel. We went to the quick reference handbook and it did nothing for us to get the flaps to retract. So one pilot went out of the QRH and pulled three circuit breakers to reset the system. Flaps were still stuck. After repeated pulling of circuit breakers the flaps and slats went to 0. Continued our climb to FL400 and continued to our home base filed airport. Upon initial approach into our destination we selected the flaps 20 and neither slats nor flaps began to move and we received the EICAS message slat/flap maintenance. After trying the same technique on the circuit breakers the slats and flaps did not move. So having not much fuel we diverted to a nearby international airport which has a nice long runway for our fast approach speed. We ran the QRH for no slat/flap landing. I wanted to [advise ATC of emergency situation] and the other pilot did not because he didn't want to fill out paperwork. With this not being the time for an argument I proceeded with preparing for a no flap landing. [We never notified ATC of emergency situation] which we should have been because of our flight abnormality. Upon arriving at the FBO and the aircraft shutdown we contacted our mechanic who was in our nearby filed airport. He knew of the situation and proceeded to drive to us. Our president then stated he wanted us to try and reset the system ourselves and fly back to our filed destination. With his inexperience in our jet and the situation both me and the other pilot refused. He then wanted the mechanic to get the flaps to takeoff configuration and ferry back to the airport because he didn't want to pay overnight costs as well as having the mechanic work on the airplane outside. I requested to get a ferry permit and was instructed by the chief pilot; who I was flying with at the time and our president; not to write up the issue so we could fly the airplane back to home base. Our mechanic then arrived and addressed the issue. Upon no write up he was able to extend the flaps to 20 degrees which is what we needed to land in our nearby originally filed airport and I was instructed to fly there without a ferry permit and a write up because the company didn't want to do paperwork. We then departed and flew to home base without incidence. Upon arrival I wrote up the flap system.

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Original NASA ASRS Text

Title: A G200 Captain reported the Flaps and Slats failed to extend on taxi out. After recycling them 4-5 times they finally extend. They then fail to react after takeoff and then divert to a nearby airport with a long runway.

Narrative: Upon taxi out we noticed a flap malfunction when selecting the flaps and slats to the takeoff position. Upon cycling the system 4-5 times the flaps finally went to their takeoff position at 12 degrees. After departing and upon reaching acceleration altitude the pilot flying asked for flaps up yaw damper on. The flap handle was selected to 0 and we received the SLAT/FLAP maintenance EICAS message. After cycling the flaps they would not move. Realizing that we could not fly the entire flight with Flaps 12 and at 20000 feet; because we would run out of fuel. We went to the Quick Reference Handbook and it did nothing for us to get the flaps to retract. So one pilot went out of the QRH and pulled three circuit breakers to reset the system. Flaps were still stuck. After repeated pulling of circuit breakers the flaps and slats went to 0. Continued our climb to FL400 and continued to our home base filed airport. Upon initial approach into our destination we selected the flaps 20 and neither slats nor flaps began to move and we received the EICAS message SLAT/FLAP Maintenance. After trying the same technique on the circuit breakers the SLATS and FLAPS did not move. So having not much fuel we diverted to a nearby international airport which has a nice long runway for our fast approach speed. We ran the QRH for NO SLAT/FLAP landing. I wanted to [advise ATC of emergency situation] and the other pilot did not because he didn't want to fill out paperwork. With this not being the time for an argument I proceeded with preparing for a no flap landing. [We never notified ATC of emergency situation] which we should have been because of our flight abnormality. Upon arriving at the FBO and the aircraft shutdown we contacted our mechanic who was in our nearby filed airport. He knew of the situation and proceeded to drive to us. Our President then stated he wanted us to try and reset the system ourselves and fly back to our filed destination. With his inexperience in our jet and the situation both me and the other pilot refused. He then wanted the mechanic to get the flaps to takeoff configuration and ferry back to the airport because he didn't want to pay overnight costs as well as having the mechanic work on the airplane outside. I requested to get a ferry permit and was instructed by the Chief pilot; who I was flying with at the time and our president; not to write up the issue so we could fly the airplane back to home base. Our mechanic then arrived and addressed the issue. Upon no write up he was able to extend the flaps to 20 degrees which is what we needed to land in our nearby originally filed airport and I was instructed to fly there without a ferry permit and a write up because the company didn't want to do paperwork. We then departed and flew to home base without incidence. Upon arrival I wrote up the flap system.

Data retrieved from NASA's ASRS site 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.