Narrative:

I was acting as PIC of flight iad-buf on jan/xa/98. I was in the right seat completing captain IOE on mr X, student captain, and was the PF from buf-iad. As we were in cruise, my flying partner noticed the flaps were indicating 10 degrees. We had already completed the after takeoff and the cruise checklists so the indication was abnormal. I asked at what position the flap handle was in and he stated it was in the flaps 0 position, normal for cruise. I took the ATC radio, continued flying the aircraft and asked him to check the flap control circuit breaker while I slowed below 170 KTS. I advised ATC (ZNY 134.8) of our reduced speed and requested a descent to 15000 ft and was granted both without any further communication. Mr X checked the circuit breaker and noticed it was not tripped. I then exchanged control with him and checked the flap indicator/oxygen breaker on the main circuit breaker panel and noticed it too was not tripped. We then contacted maintenance control via arinc and conferred with them about our situation and they suggested we continue to dulles. I elected, since there is no QRH procedure, to attempt to cycle the flaps from the 0-10 degree position. While I flew the aircraft, mr X selected the flap handle from 0-10 and no indication on the hydraulic panel or no change in aerodynamic feel was noted. We then, as a crew, decided the best course of action would be to approach and land at dulles with 0 degree flaps. I had mr X fly the aircraft while I informed dispatch and maintenance, as well as dulles operations of our intentions. I received a call from dispatch that stated there was 'no penalty' for a 0 degree flap landing at dulles on any runway. By this time we were close to landing at dulles and decided it best to attempt to place the landing gear down to see if we would need to pump the landing gear down under the emergency gear extension. The landing gear lowered normally, yet during the extension, the hydraulic panel showed both left and right pumps to run continuously after we received 3 green lights in the cockpit. We then completed the loss of hydraulic, 0 degree flap landing, loss of normal braking pressure and the normal descent and approach checklists and told the customers as well as dulles approach that we would indeed shut down on the runway. After being cleared for the visual approach to runway 19L and then cleared to land, we stopped the aircraft using the residual hydraulic pressure in the accumulator and completed the after landing and shutdown checklists then deplaned the customers via the main cabin door. A postflt inspection by me revealed the flaps to be in the 0 degree position and a large quantity of hydraulic fluid streaked from the right trailing edge of the wing, inboard of the engine nacelle over the remainder of the right rear fuselage.

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Original NASA ASRS Text

Title: A BA3201 FLT LOSES ITS HYD SYS AND HAS TO MAKE AN EMER, 0 DEG FLAP LNDG AT IAD. ACFT LEFT TO MAINT ON THE RWY.

Narrative: I WAS ACTING AS PIC OF FLT IAD-BUF ON JAN/XA/98. I WAS IN THE R SEAT COMPLETING CAPT IOE ON MR X, STUDENT CAPT, AND WAS THE PF FROM BUF-IAD. AS WE WERE IN CRUISE, MY FLYING PARTNER NOTICED THE FLAPS WERE INDICATING 10 DEGS. WE HAD ALREADY COMPLETED THE AFTER TKOF AND THE CRUISE CHKLISTS SO THE INDICATION WAS ABNORMAL. I ASKED AT WHAT POS THE FLAP HANDLE WAS IN AND HE STATED IT WAS IN THE FLAPS 0 POS, NORMAL FOR CRUISE. I TOOK THE ATC RADIO, CONTINUED FLYING THE ACFT AND ASKED HIM TO CHK THE FLAP CTL CIRCUIT BREAKER WHILE I SLOWED BELOW 170 KTS. I ADVISED ATC (ZNY 134.8) OF OUR REDUCED SPD AND REQUESTED A DSCNT TO 15000 FT AND WAS GRANTED BOTH WITHOUT ANY FURTHER COM. MR X CHKED THE CIRCUIT BREAKER AND NOTICED IT WAS NOT TRIPPED. I THEN EXCHANGED CTL WITH HIM AND CHKED THE FLAP INDICATOR/OXYGEN BREAKER ON THE MAIN CIRCUIT BREAKER PANEL AND NOTICED IT TOO WAS NOT TRIPPED. WE THEN CONTACTED MAINT CTL VIA ARINC AND CONFERRED WITH THEM ABOUT OUR SIT AND THEY SUGGESTED WE CONTINUE TO DULLES. I ELECTED, SINCE THERE IS NO QRH PROC, TO ATTEMPT TO CYCLE THE FLAPS FROM THE 0-10 DEG POS. WHILE I FLEW THE ACFT, MR X SELECTED THE FLAP HANDLE FROM 0-10 AND NO INDICATION ON THE HYD PANEL OR NO CHANGE IN AERODYNAMIC FEEL WAS NOTED. WE THEN, AS A CREW, DECIDED THE BEST COURSE OF ACTION WOULD BE TO APCH AND LAND AT DULLES WITH 0 DEG FLAPS. I HAD MR X FLY THE ACFT WHILE I INFORMED DISPATCH AND MAINT, AS WELL AS DULLES OPS OF OUR INTENTIONS. I RECEIVED A CALL FROM DISPATCH THAT STATED THERE WAS 'NO PENALTY' FOR A 0 DEG FLAP LNDG AT DULLES ON ANY RWY. BY THIS TIME WE WERE CLOSE TO LNDG AT DULLES AND DECIDED IT BEST TO ATTEMPT TO PLACE THE LNDG GEAR DOWN TO SEE IF WE WOULD NEED TO PUMP THE LNDG GEAR DOWN UNDER THE EMER GEAR EXTENSION. THE LNDG GEAR LOWERED NORMALLY, YET DURING THE EXTENSION, THE HYD PANEL SHOWED BOTH L AND R PUMPS TO RUN CONTINUOUSLY AFTER WE RECEIVED 3 GREEN LIGHTS IN THE COCKPIT. WE THEN COMPLETED THE LOSS OF HYD, 0 DEG FLAP LNDG, LOSS OF NORMAL BRAKING PRESSURE AND THE NORMAL DSCNT AND APCH CHKLISTS AND TOLD THE CUSTOMERS AS WELL AS DULLES APCH THAT WE WOULD INDEED SHUT DOWN ON THE RWY. AFTER BEING CLRED FOR THE VISUAL APCH TO RWY 19L AND THEN CLRED TO LAND, WE STOPPED THE ACFT USING THE RESIDUAL HYD PRESSURE IN THE ACCUMULATOR AND COMPLETED THE AFTER LNDG AND SHUTDOWN CHKLISTS THEN DEPLANED THE CUSTOMERS VIA THE MAIN CABIN DOOR. A POSTFLT INSPECTION BY ME REVEALED THE FLAPS TO BE IN THE 0 DEG POS AND A LARGE QUANTITY OF HYD FLUID STREAKED FROM THE R TRAILING EDGE OF THE WING, INBOARD OF THE ENG NACELLE OVER THE REMAINDER OF THE R REAR FUSELAGE.

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.