Narrative:

Uncommanded full flaps caused an unusually 'flat' rotation and climb. When the gear is retracted with full flaps, the gear warning horn sounds and can only be silenced by extending the gear. I was managing the airspeed below vlo and vlr as well as flaps extended limits, extending the gear (to silence horn), and trying to fix the flap situation. This all occurring while flying the very tight constraints of the morristown 5 departure which calls for a climb to 2000 ft and turn to 160 degrees after passing 1700 ft. In all of our business, we leveled at 3000 ft -- 1000 ft above the SID altitude. Once the flaps came to approach, we retracted the gear with no horn. How the problem arose: uncommanded flaps and gear horn distraction us from our altitude and we climbed above it by 1000 ft and leveled. Contributing factors: distrs of abnormal flaps (uncommanded) and gear warning horn, maintaining lower than normal departure speeds, and attempts to rectify flap situation. Climbing was quickest way to keep slow enough to comply with limitations while reducing power. ATC asked us to confirm our altitude 3000 ft and we did. He said we needed to review the mmu 5 departure -- 'the altitude is 2000 ft.' ATC asked us to maintain 3000 ft and shortly climbed us to 6000 ft. No traffic conflicts arose according to the supervisor when I called him later on the telephone.

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Original NASA ASRS Text

Title: A B350 CREW, DEPARTING MMU, OVERSHOT THEIR ASSIGNED SID ALT WHEN DISTR BY A FLAP PROB.

Narrative: UNCOMMANDED FULL FLAPS CAUSED AN UNUSUALLY 'FLAT' ROTATION AND CLB. WHEN THE GEAR IS RETRACTED WITH FULL FLAPS, THE GEAR WARNING HORN SOUNDS AND CAN ONLY BE SILENCED BY EXTENDING THE GEAR. I WAS MANAGING THE AIRSPD BELOW VLO AND VLR AS WELL AS FLAPS EXTENDED LIMITS, EXTENDING THE GEAR (TO SILENCE HORN), AND TRYING TO FIX THE FLAP SIT. THIS ALL OCCURRING WHILE FLYING THE VERY TIGHT CONSTRAINTS OF THE MORRISTOWN 5 DEP WHICH CALLS FOR A CLB TO 2000 FT AND TURN TO 160 DEGS AFTER PASSING 1700 FT. IN ALL OF OUR BUSINESS, WE LEVELED AT 3000 FT -- 1000 FT ABOVE THE SID ALT. ONCE THE FLAPS CAME TO APCH, WE RETRACTED THE GEAR WITH NO HORN. HOW THE PROB AROSE: UNCOMMANDED FLAPS AND GEAR HORN DISTR US FROM OUR ALT AND WE CLBED ABOVE IT BY 1000 FT AND LEVELED. CONTRIBUTING FACTORS: DISTRS OF ABNORMAL FLAPS (UNCOMMANDED) AND GEAR WARNING HORN, MAINTAINING LOWER THAN NORMAL DEP SPDS, AND ATTEMPTS TO RECTIFY FLAP SIT. CLBING WAS QUICKEST WAY TO KEEP SLOW ENOUGH TO COMPLY WITH LIMITATIONS WHILE REDUCING PWR. ATC ASKED US TO CONFIRM OUR ALT 3000 FT AND WE DID. HE SAID WE NEEDED TO REVIEW THE MMU 5 DEP -- 'THE ALT IS 2000 FT.' ATC ASKED US TO MAINTAIN 3000 FT AND SHORTLY CLBED US TO 6000 FT. NO TFC CONFLICTS AROSE ACCORDING TO THE SUPVR WHEN I CALLED HIM LATER ON THE TELEPHONE.

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.