Narrative:

Combination of fatigue and flaps 20 degrees confign with gear up for a prolonged period of time; followed by a standard callout of flaps 30 degrees. Pilot monitoring lowering flaps to 30 degrees while gear was in transit; then raising handle back towards 20 degrees; to silence the gear horn; against the commanded movement of the flaps. On approach; trailing edge flaps shut down when flap handle moved to 30 degrees. Conditions were good at phl. Relief pilot checked QRH and we continued with a flaps 25 degree landing uneventfully. At the gate; EICAS status message 'trailing edge flaps shut down.' taxied in with flaps at 25 degrees. Subsequent action by maintenance was to reset flap position with alternate flaps. No further malfunction indications or maintenance required. No computer resets or messages indicated. Aircraft was on speed and approach stabilized at 1200 ft. We were put in holding pattern at vcn and when exiting holding; ATC requested speed of 170 KIAS; below flaps 5 degree maneuver. PF called for flaps 20 degrees with gear up due to extensive vectoring and distance from airport. We had 2 separate approach sectors to travel through. After being cleared for the visual approach; traffic to follow was hard to visualize. The first officer was very good at his procedural compliance during the entire trip. With flaps at 20 degrees; and after acquiring the traffic; he called for flaps 30 degrees at 1800 ft to be stabilized by the OM. I pointed out the gear was still up. He then called for gear down; so I complied with the gear down and then went to flaps 30 degrees on the gear handle prior to the gear being down and locked. When the warning horn sounded; I realized my error and reversed the handle to 25 degrees; about the time the gear locked down. When I subsequently went to flaps 30 degrees; we got the EICAS with the trailing edge disagreement message; and the flaps stuck at 25 degrees. The indicated airspeed was 150 KIAS when I originally commanded 30 degrees; so no aircraft limitation exceedances were involved. There is no procedure in the pilot handbook to operate at flaps 15 degrees or 20 degrees without the gear down; though this is clearly prudent during extensive vectors at a long distance from the airport. We continued the approach at flaps 25 degrees and landed uneventfully. 25 degrees is also a normal landing confign. Aircraft turned over to maintenance at the gate. QRH was handled by relief pilot as we were approaching 1000 ft AGL. Advise ATC about requesting excessively slow speeds from heavy aircraft due to confign requirements in holding or coming out of holding. Fatigue is also a factor. After a long flight; we became busy at destination with holding; extensive vectors; and then a visual approach in hazy conditions; trying to identify the rj we were following. I was aware the gear was still up; but waited until the first officer called for flaps 30 degrees before I mentioned it. The first officer was very compliant and capable and it isn't unusual to have a gear down call at 1800 ft on a visual approach. I didn't know he would call flaps 30 degrees as his confign was 20 degrees and that is the next procedural callout.

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Original NASA ASRS Text

Title: B767 FLT CREW SELECTS FLAPS 30 PRIOR TO THE LANDING GEAR REACHING FULL EXTENSION WHICH CAUSES A WARNING HORN TO SOUND. THE FLAP LEVER IS THEN MOVED TO 25 THEN BACK TO 30 WHEN THE HORN STOPS; RESULTING IN TRAILING FLAPS STUCK AT 25.

Narrative: COMBINATION OF FATIGUE AND FLAPS 20 DEGS CONFIGN WITH GEAR UP FOR A PROLONGED PERIOD OF TIME; FOLLOWED BY A STANDARD CALLOUT OF FLAPS 30 DEGS. PLT MONITORING LOWERING FLAPS TO 30 DEGS WHILE GEAR WAS IN TRANSIT; THEN RAISING HANDLE BACK TOWARDS 20 DEGS; TO SILENCE THE GEAR HORN; AGAINST THE COMMANDED MOVEMENT OF THE FLAPS. ON APCH; TRAILING EDGE FLAPS SHUT DOWN WHEN FLAP HANDLE MOVED TO 30 DEGS. CONDITIONS WERE GOOD AT PHL. RELIEF PLT CHKED QRH AND WE CONTINUED WITH A FLAPS 25 DEG LNDG UNEVENTFULLY. AT THE GATE; EICAS STATUS MESSAGE 'TRAILING EDGE FLAPS SHUT DOWN.' TAXIED IN WITH FLAPS AT 25 DEGS. SUBSEQUENT ACTION BY MAINT WAS TO RESET FLAP POS WITH ALTERNATE FLAPS. NO FURTHER MALFUNCTION INDICATIONS OR MAINT REQUIRED. NO COMPUTER RESETS OR MESSAGES INDICATED. ACFT WAS ON SPD AND APCH STABILIZED AT 1200 FT. WE WERE PUT IN HOLDING PATTERN AT VCN AND WHEN EXITING HOLDING; ATC REQUESTED SPD OF 170 KIAS; BELOW FLAPS 5 DEG MANEUVER. PF CALLED FOR FLAPS 20 DEGS WITH GEAR UP DUE TO EXTENSIVE VECTORING AND DISTANCE FROM ARPT. WE HAD 2 SEPARATE APCH SECTORS TO TRAVEL THROUGH. AFTER BEING CLRED FOR THE VISUAL APCH; TFC TO FOLLOW WAS HARD TO VISUALIZE. THE FO WAS VERY GOOD AT HIS PROCEDURAL COMPLIANCE DURING THE ENTIRE TRIP. WITH FLAPS AT 20 DEGS; AND AFTER ACQUIRING THE TFC; HE CALLED FOR FLAPS 30 DEGS AT 1800 FT TO BE STABILIZED BY THE OM. I POINTED OUT THE GEAR WAS STILL UP. HE THEN CALLED FOR GEAR DOWN; SO I COMPLIED WITH THE GEAR DOWN AND THEN WENT TO FLAPS 30 DEGS ON THE GEAR HANDLE PRIOR TO THE GEAR BEING DOWN AND LOCKED. WHEN THE WARNING HORN SOUNDED; I REALIZED MY ERROR AND REVERSED THE HANDLE TO 25 DEGS; ABOUT THE TIME THE GEAR LOCKED DOWN. WHEN I SUBSEQUENTLY WENT TO FLAPS 30 DEGS; WE GOT THE EICAS WITH THE TRAILING EDGE DISAGREEMENT MESSAGE; AND THE FLAPS STUCK AT 25 DEGS. THE INDICATED AIRSPEED WAS 150 KIAS WHEN I ORIGINALLY COMMANDED 30 DEGS; SO NO ACFT LIMITATION EXCEEDANCES WERE INVOLVED. THERE IS NO PROC IN THE PLT HANDBOOK TO OPERATE AT FLAPS 15 DEGS OR 20 DEGS WITHOUT THE GEAR DOWN; THOUGH THIS IS CLEARLY PRUDENT DURING EXTENSIVE VECTORS AT A LONG DISTANCE FROM THE ARPT. WE CONTINUED THE APCH AT FLAPS 25 DEGS AND LANDED UNEVENTFULLY. 25 DEGS IS ALSO A NORMAL LNDG CONFIGN. ACFT TURNED OVER TO MAINT AT THE GATE. QRH WAS HANDLED BY RELIEF PLT AS WE WERE APCHING 1000 FT AGL. ADVISE ATC ABOUT REQUESTING EXCESSIVELY SLOW SPDS FROM HVY ACFT DUE TO CONFIGN REQUIREMENTS IN HOLDING OR COMING OUT OF HOLDING. FATIGUE IS ALSO A FACTOR. AFTER A LONG FLT; WE BECAME BUSY AT DEST WITH HOLDING; EXTENSIVE VECTORS; AND THEN A VISUAL APCH IN HAZY CONDITIONS; TRYING TO IDENT THE RJ WE WERE FOLLOWING. I WAS AWARE THE GEAR WAS STILL UP; BUT WAITED UNTIL THE FO CALLED FOR FLAPS 30 DEGS BEFORE I MENTIONED IT. THE FO WAS VERY COMPLIANT AND CAPABLE AND IT ISN'T UNUSUAL TO HAVE A GEAR DOWN CALL AT 1800 FT ON A VISUAL APCH. I DIDN'T KNOW HE WOULD CALL FLAPS 30 DEGS AS HIS CONFIGN WAS 20 DEGS AND THAT IS THE NEXT PROCEDURAL CALLOUT.

Data retrieved from NASA's ASRS site as of January 2009 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.