Emergency ground equipment called out for air carrier widebody transport no flap approach landing.

Attributes
ACN	238446
Time
Date	199304
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : lax
State Reference	CA
Altitude	msl bound lower : 2000 msl bound upper : 2500
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : lax tower : lax
Operator	common carrier : air carrier
Make Model Name	Widebody, Low Wing, 3 Turbojet Eng
Navigation In Use	Other
Flight Phase	descent : approach landing other other
Route In Use	arrival other arrival star : star
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : flight engineer pilot : commercial pilot : cfi pilot : atp pilot : instrument
Experience	flight time last 90 days : 225 flight time total : 17000 flight time type : 4800
ASRS Report	238446
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : flight engineer pilot : instrument pilot : atp
Experience	flight time last 90 days : 160 flight time total : 10500 flight time type : 900
ASRS Report	238379
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	other flight crewa
Resolutory Action	flight crew : overcame equipment problem other
Consequence	Other
Supplementary
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation other
Situations
Publication	Unspecified

Narrative:

We departed msp using normal procedures including flaps 15 degrees for takeoff. The flight was normal until extending flaps for lax. We could not move the flap lever past the 1 degree detent. We made missed approach and held to setup for a 0 degree flap landing. We attempted more extensions with no luck (retraction normal). We followed abnormal procedure in cockpit operating manual and landed on 25R lax with leading edge at takeoff and trailing edge 0 degrees. The 'dial-a-flap' dial was reported to be found slightly out of the up position restricting flap handle travel and flap extension. The dial may have been bumped sometime during flight. My experience is that the dial-a-flap is seldom used (I've used it once) and does not exist on our normal fleet of widebody transport's. Crew coordination during this incident was very good. The first officer flew the aircraft during holding and back to approach position for runway 25L (landed on runway 25R) while I went over procedures with the so. Plenty of time was allowed and no one felt rushed during the procedure. Unfortunately the abnormal procedures did not call for checking the position of the dial-a-flap dial. Adding this to the abnormal checklist should prevent this from happening again. I have contacted maintenance control many times about a problem or discrepancy not covered in our manuals. I didn't this time because we had a procedure to cover the situation in the cockpit operating manual. An extenuating problem was a tremendous amount of radio interference caused by bleed-through of all the other radios. The interference made it very difficult to understand radio and cockpit communications and made it necessary to clarify several xmissions. At approximately 2 mi out on final, the tower cleared another air carrier widebody transport across runway 25R for takeoff on runway 25L. They advised us to be cautious of wake turbulence from departure widebody transport. I felt this crossing and takeoff was inappropriate under the circumstances. An emergency was not declared but equipment was requested to stand by.

Original NASA ASRS Text

Title: EMER GND EQUIP CALLED OUT FOR ACR WDB NO FLAP APCH LNDG.

Narrative: WE DEPARTED MSP USING NORMAL PROCS INCLUDING FLAPS 15 DEGS FOR TKOF. THE FLT WAS NORMAL UNTIL EXTENDING FLAPS FOR LAX. WE COULD NOT MOVE THE FLAP LEVER PAST THE 1 DEG DETENT. WE MADE MISSED APCH AND HELD TO SETUP FOR A 0 DEG FLAP LNDG. WE ATTEMPTED MORE EXTENSIONS WITH NO LUCK (RETRACTION NORMAL). WE FOLLOWED ABNORMAL PROC IN COCKPIT OPERATING MANUAL AND LANDED ON 25R LAX WITH LEADING EDGE AT TKOF AND TRAILING EDGE 0 DEGS. THE 'DIAL-A-FLAP' DIAL WAS RPTED TO BE FOUND SLIGHTLY OUT OF THE UP POS RESTRICTING FLAP HANDLE TRAVEL AND FLAP EXTENSION. THE DIAL MAY HAVE BEEN BUMPED SOMETIME DURING FLT. MY EXPERIENCE IS THAT THE DIAL-A-FLAP IS SELDOM USED (I'VE USED IT ONCE) AND DOES NOT EXIST ON OUR NORMAL FLEET OF WDB'S. CREW COORD DURING THIS INCIDENT WAS VERY GOOD. THE FO FLEW THE ACFT DURING HOLDING AND BACK TO APCH POS FOR RWY 25L (LANDED ON RWY 25R) WHILE I WENT OVER PROCS WITH THE SO. PLENTY OF TIME WAS ALLOWED AND NO ONE FELT RUSHED DURING THE PROC. UNFORTUNATELY THE ABNORMAL PROCS DID NOT CALL FOR CHKING THE POS OF THE DIAL-A-FLAP DIAL. ADDING THIS TO THE ABNORMAL CHKLIST SHOULD PREVENT THIS FROM HAPPENING AGAIN. I HAVE CONTACTED MAINT CTL MANY TIMES ABOUT A PROB OR DISCREPANCY NOT COVERED IN OUR MANUALS. I DIDN'T THIS TIME BECAUSE WE HAD A PROC TO COVER THE SIT IN THE COCKPIT OPERATING MANUAL. AN EXTENUATING PROB WAS A TREMENDOUS AMOUNT OF RADIO INTERFERENCE CAUSED BY BLEED-THROUGH OF ALL THE OTHER RADIOS. THE INTERFERENCE MADE IT VERY DIFFICULT TO UNDERSTAND RADIO AND COCKPIT COMS AND MADE IT NECESSARY TO CLARIFY SEVERAL XMISSIONS. AT APPROX 2 MI OUT ON FINAL, THE TWR CLRED ANOTHER ACR WDB ACROSS RWY 25R FOR TKOF ON RWY 25L. THEY ADVISED US TO BE CAUTIOUS OF WAKE TURB FROM DEP WDB. I FELT THIS XING AND TKOF WAS INAPPROPRIATE UNDER THE CIRCUMSTANCES. AN EMER WAS NOT DECLARED BUT EQUIP WAS REQUESTED TO STAND BY.

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