Narrative:

We were to ferry the airplane from apa to mso, with a revenue flight from mso to bed thereafter. We left apa at XA00 mt with an IFR flight plan including bil as an alternate. Upon our descent towards mso, the latest ATIS showed a deteriorating WX with 1 SM visibility, which was below minimums for us. We decided to hold over the mso VOR at FL200. As we entered the holding pattern, we had 4200 pounds of remaining fuel. Our computed fuel load was showing 1160 pounds of fuel burn to divert to bil, 1800 pounds of reserve fuel. At our holding speed of 175 KTS, we figured that we could hold for up to 1 hour before reaching our minimum fuel of 3000 pounds to divert to bil and keep our reserve of 1800 pounds. We decided to start the approach and left the holding pattern. We were cleared to 10000 ft MSL and direct to konna NDB (IAF). As we approached konna, the PF asked for flaps 5 degrees. The PNF selected the flap lever at the 5 degree position and we got a 'flaps fail' amber message on EICAS, with the flap indicator in amber showing the flaps stuck between 0 degrees and 5 degrees, and the slats extended. We climbed back up to 14000 ft to remain clear of icing conditions. We called our company and informed both our dispatcher and our program manager of our problem. The decision was then made to divert to our alternate airport bil. We had 3200 pounds of remaining fuel when we left the mso area. The fuel burn given in our flight plan to divert to bil (1160 pounds) was no longer relevant since now we had the flaps and slats extended. The aircraft limitation in that confign is a maximum ceiling of 18000 ft MSL and 250 KTS. Bil was elected as our alternate airport after considering the WX and the new required landing distance. It was our only option. We cruised at 17000 ft, with a direct to bil, at maximum range speed. We informed ATC (ZLC) of our 'minimum fuel' situation. Our FMS calculated an estimated remaining fuel quantity upon touchdown at bil of 1500 pounds. After being handed off to billings approach, we notified the controller of our minimum fuel situation again, requested priority handling, advised that we were planning on a no-flap landing with a long rollout, and requested the fire-station equipment to be standing by. We were cleared for a visual approach to runway 28R without delay. We landed uneventfully with the aircraft under control the entire time, exited the runway at taxiway F and taxied to the FBO ramp with a fire truck following us. As we shut down the engines on the ramp, we had 1300 pounds of remaining fuel. Callback conversation with reporter revealed the following information: the reporter stated the flight was a ferry flight to mso with bil as the alternate. The reporter said mso WX was below limits and it was decided to hold till the WX cleared. The reporter stated after 20 mins the WX cleared and descent was started. The reporter said at 10000 ft with flaps selected to 5 units the leading edge slats deployed and the trailing edge flaps stuck between 0 unit and 5 units with a flaps fail EICAS warning. The reporter stated all checklists failed to correct the flaps failure and it was decided to divert to bil. The reporter said the remaining fuel became a concern as the speed was now limited with the slats extended and the trailing edge flaps stuck between 0 unit and 5 units. The reporter stated on landing at bil total fuel remaining was 1300 pounds. The reporter said on the ground the flap/slat control module was reset and flap and slat operation checked normal.

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Original NASA ASRS Text

Title: A CESSNA CITATION ON APCH AT 10000 FT HAD FLAPS FAIL EICAS WARNING WITH SLATS EXTENDED AND FLAPS STUCK BTWN 0 AND 5 UNITS. DIVERTED TO ALTERNATE.

Narrative: WE WERE TO FERRY THE AIRPLANE FROM APA TO MSO, WITH A REVENUE FLT FROM MSO TO BED THEREAFTER. WE LEFT APA AT XA00 MT WITH AN IFR FLT PLAN INCLUDING BIL AS AN ALTERNATE. UPON OUR DSCNT TOWARDS MSO, THE LATEST ATIS SHOWED A DETERIORATING WX WITH 1 SM VISIBILITY, WHICH WAS BELOW MINIMUMS FOR US. WE DECIDED TO HOLD OVER THE MSO VOR AT FL200. AS WE ENTERED THE HOLDING PATTERN, WE HAD 4200 LBS OF REMAINING FUEL. OUR COMPUTED FUEL LOAD WAS SHOWING 1160 LBS OF FUEL BURN TO DIVERT TO BIL, 1800 LBS OF RESERVE FUEL. AT OUR HOLDING SPD OF 175 KTS, WE FIGURED THAT WE COULD HOLD FOR UP TO 1 HR BEFORE REACHING OUR MINIMUM FUEL OF 3000 LBS TO DIVERT TO BIL AND KEEP OUR RESERVE OF 1800 LBS. WE DECIDED TO START THE APCH AND LEFT THE HOLDING PATTERN. WE WERE CLRED TO 10000 FT MSL AND DIRECT TO KONNA NDB (IAF). AS WE APCHED KONNA, THE PF ASKED FOR FLAPS 5 DEGS. THE PNF SELECTED THE FLAP LEVER AT THE 5 DEG POS AND WE GOT A 'FLAPS FAIL' AMBER MESSAGE ON EICAS, WITH THE FLAP INDICATOR IN AMBER SHOWING THE FLAPS STUCK BTWN 0 DEGS AND 5 DEGS, AND THE SLATS EXTENDED. WE CLBED BACK UP TO 14000 FT TO REMAIN CLR OF ICING CONDITIONS. WE CALLED OUR COMPANY AND INFORMED BOTH OUR DISPATCHER AND OUR PROGRAM MGR OF OUR PROB. THE DECISION WAS THEN MADE TO DIVERT TO OUR ALTERNATE ARPT BIL. WE HAD 3200 LBS OF REMAINING FUEL WHEN WE LEFT THE MSO AREA. THE FUEL BURN GIVEN IN OUR FLT PLAN TO DIVERT TO BIL (1160 LBS) WAS NO LONGER RELEVANT SINCE NOW WE HAD THE FLAPS AND SLATS EXTENDED. THE ACFT LIMITATION IN THAT CONFIGN IS A MAX CEILING OF 18000 FT MSL AND 250 KTS. BIL WAS ELECTED AS OUR ALTERNATE ARPT AFTER CONSIDERING THE WX AND THE NEW REQUIRED LNDG DISTANCE. IT WAS OUR ONLY OPTION. WE CRUISED AT 17000 FT, WITH A DIRECT TO BIL, AT MAX RANGE SPD. WE INFORMED ATC (ZLC) OF OUR 'MINIMUM FUEL' SIT. OUR FMS CALCULATED AN ESTIMATED REMAINING FUEL QUANTITY UPON TOUCHDOWN AT BIL OF 1500 LBS. AFTER BEING HANDED OFF TO BILLINGS APCH, WE NOTIFIED THE CTLR OF OUR MINIMUM FUEL SIT AGAIN, REQUESTED PRIORITY HANDLING, ADVISED THAT WE WERE PLANNING ON A NO-FLAP LNDG WITH A LONG ROLLOUT, AND REQUESTED THE FIRE-STATION EQUIP TO BE STANDING BY. WE WERE CLRED FOR A VISUAL APCH TO RWY 28R WITHOUT DELAY. WE LANDED UNEVENTFULLY WITH THE ACFT UNDER CTL THE ENTIRE TIME, EXITED THE RWY AT TXWY F AND TAXIED TO THE FBO RAMP WITH A FIRE TRUCK FOLLOWING US. AS WE SHUT DOWN THE ENGS ON THE RAMP, WE HAD 1300 LBS OF REMAINING FUEL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE FLT WAS A FERRY FLT TO MSO WITH BIL AS THE ALTERNATE. THE RPTR SAID MSO WX WAS BELOW LIMITS AND IT WAS DECIDED TO HOLD TILL THE WX CLRED. THE RPTR STATED AFTER 20 MINS THE WX CLRED AND DSCNT WAS STARTED. THE RPTR SAID AT 10000 FT WITH FLAPS SELECTED TO 5 UNITS THE LEADING EDGE SLATS DEPLOYED AND THE TRAILING EDGE FLAPS STUCK BTWN 0 UNIT AND 5 UNITS WITH A FLAPS FAIL EICAS WARNING. THE RPTR STATED ALL CHKLISTS FAILED TO CORRECT THE FLAPS FAILURE AND IT WAS DECIDED TO DIVERT TO BIL. THE RPTR SAID THE REMAINING FUEL BECAME A CONCERN AS THE SPD WAS NOW LIMITED WITH THE SLATS EXTENDED AND THE TRAILING EDGE FLAPS STUCK BTWN 0 UNIT AND 5 UNITS. THE RPTR STATED ON LNDG AT BIL TOTAL FUEL REMAINING WAS 1300 LBS. THE RPTR SAID ON THE GND THE FLAP/SLAT CTL MODULE WAS RESET AND FLAP AND SLAT OP CHKED NORMAL.

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.