Narrative:

On approach to laguardia airport we were issued vectors for VMC approach to runway 31 and asked to keep our speed up. After switching to new approach frequency (final) we were asked to slow to 180 KTS for separation. We did this and were then cleared to 2500 ft for right turn to runway 31. Approach then asked us to slow further to approach speed as we were following an light transport. We were cleared for visual approach behind that aircraft (which we saw) and switched to tower. Tower again asked us to slow to final approach speed. We did this (to 140 KTS). In order to gain additional separation and assistance we selected flaps 40 degrees. When flaps extended, we heard and felt a thump. Aircraft then 'wallowed' and felt as if we were in wake turbulence of sorts. All indications were normal. On clearance to land and after separation, we selected flaps 30 degrees, made normal landing (all indications, etc normal). On taxi in to gate, flaps selected up and 'stuck at 2 degrees indicated.' on inspection at the gate, extensive damage to right trailing edge was evident, as jack screws were broken and about 6-8 ft of fore-flap was 'missing.' otherwise, normal flight with all indications normal. Supplemental information from acn 259400: after landing, with the flap handle up, the outboard flaps remained at 2 degrees with numbers 2, 3, 6 and 7 slats extended. The captain elected to accompany me on the post-flight walk around. We noticed signs of mechanical failure near the right outboard flap. Part of the right outboard flap was found missing. This section of flap was located in a vacant field 3 mi from the airport.

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Original NASA ASRS Text

Title: LGT ON APCH HAS STRUCTURAL FAILURE OF FLAPS.

Narrative: ON APCH TO LAGUARDIA ARPT WE WERE ISSUED VECTORS FOR VMC APCH TO RWY 31 AND ASKED TO KEEP OUR SPD UP. AFTER SWITCHING TO NEW APCH FREQ (FINAL) WE WERE ASKED TO SLOW TO 180 KTS FOR SEPARATION. WE DID THIS AND WERE THEN CLRED TO 2500 FT FOR R TURN TO RWY 31. APCH THEN ASKED US TO SLOW FURTHER TO APCH SPD AS WE WERE FOLLOWING AN LTT. WE WERE CLRED FOR VISUAL APCH BEHIND THAT ACFT (WHICH WE SAW) AND SWITCHED TO TWR. TWR AGAIN ASKED US TO SLOW TO FINAL APCH SPD. WE DID THIS (TO 140 KTS). IN ORDER TO GAIN ADDITIONAL SEPARATION AND ASSISTANCE WE SELECTED FLAPS 40 DEGS. WHEN FLAPS EXTENDED, WE HEARD AND FELT A THUMP. ACFT THEN 'WALLOWED' AND FELT AS IF WE WERE IN WAKE TURB OF SORTS. ALL INDICATIONS WERE NORMAL. ON CLRNC TO LAND AND AFTER SEPARATION, WE SELECTED FLAPS 30 DEGS, MADE NORMAL LNDG (ALL INDICATIONS, ETC NORMAL). ON TAXI IN TO GATE, FLAPS SELECTED UP AND 'STUCK AT 2 DEGS INDICATED.' ON INSPECTION AT THE GATE, EXTENSIVE DAMAGE TO R TRAILING EDGE WAS EVIDENT, AS JACK SCREWS WERE BROKEN AND ABOUT 6-8 FT OF FORE-FLAP WAS 'MISSING.' OTHERWISE, NORMAL FLT WITH ALL INDICATIONS NORMAL. SUPPLEMENTAL INFORMATION FROM ACN 259400: AFTER LNDG, WITH THE FLAP HANDLE UP, THE OUTBOARD FLAPS REMAINED AT 2 DEGS WITH NUMBERS 2, 3, 6 AND 7 SLATS EXTENDED. THE CAPT ELECTED TO ACCOMPANY ME ON THE POST-FLT WALK AROUND. WE NOTICED SIGNS OF MECHANICAL FAILURE NEAR THE R OUTBOARD FLAP. PART OF THE R OUTBOARD FLAP WAS FOUND MISSING. THIS SECTION OF FLAP WAS LOCATED IN A VACANT FIELD 3 MI FROM THE ARPT.

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.