Narrative:

I was the PF to ZZZ. The captain was acting as the PNF. The airplane's flaps system performed normally at ZZZ1. We were cleared for the visual approach to runway at ZZZ. At this time I was hand flying the aircraft and elected to perform a straight in approach. I initiated a descent; and slowed to approximately 170 KTS. At 170 KTS I called for 'flaps 15.' the PNF selected flaps 15. I prepared for the typical initial nose up tendency of the aircraft when flaps are extended by starting to roll in nose down trim. I noticed that the aircraft did not require hardly any nose down trim. As the PNF commented on the smooth transition I pointed out to him that the flaps were not extending and pointed at the flap indicator. The PNF verified that the flaps were selected to 15 degrees and stated that they were. We never received a master warning or master caution. At this time we were still above pattern altitude so I made the decision to initiate a climb to 4000 ft MSL. I called for the QRH flaps section and stated that I had control of the airplane and the radios so the PNF could run the QRH and contact the company. I informed ZZZ CTAF and ATC that we were having an issue with our flaps and that we would be orbiting the area of ZZZ and would get back to them when we were able. Center cleared us to navigation as necessary in the ZZZ area. I initially was orbiting the ZZZ area with the autoplt maintaining 4000 ft MSL and initiating turns by way of the heading bug. The PNF ran the QRH and then consulted with dispatch and maintenance. The QRH led us to the determination that we would be performing a no flap landing. At this time I suggested to the captain that I declare an emergency with ATC so that they had time to get ready. The captain agreed. I informed ATC of our problem and declared an emergency. I also informed them that I would like to hold at the ZZZ VOR with 10 mi legs. ATC approved that request and began the emergency process. The PNF and dispatch determined that we had adequate length of runway at ZZZ to perform a zero flaps landing. I informed ATC that we would be making an emergency landing at the ZZZ airport and that we would like to have arff notified and on the field. The PNF had at all times been keeping the flight attendant and passenger informed of our situation as he was able. A former military and current air carrier pilot idented himself to the flight attendant and offered us and her any assistance that we may need. ATC advised us that they had called out ZZZ arff and would let us know when they had arrived. Approximately 15 mins later arff was available on the field and we elected to begin a long final to ZZZ and requested this from ATC. ATC cleared us for the visual to runway 24. At this time the captain and I executed a positive exchange of flight controls and the captain became the PF. We made the determination that since the capts practice no flap lndgs more often in a simulator environment than the first officer's the safest course of action was to have him fly the airplane. I informed ZZZ arff that we were executing our final approach to the runway. They stated that they were waiting for us at the ramp area. I requested that they stage to the later part of the runway in case we did go long and overrun the runway. They complied. Captain and I briefed that per the malfunction adjustment chart we would have adjusted speeds of 130 and 140 KTS. We also stated that the intention was to put the airplane on the ground firmly and use maximum braking combined with deep reverse to slow the airplane as quickly as possible. Captain flew the approach at 140 KTS and as soon as I called idle stop released immediately was on the brakes and had the power levers in deep reverse. I would estimate that we had at least 1000 ft of runway remaining as we cleared runway at east intersection. We taxied to the ramp with no further incident.

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Original NASA ASRS Text

Title: SF340 FO REPORTS FLAPS FAIL TO EXTEND WHEN SELECTED AND NO MASTER CAUTION IS ACTIVATED.

Narrative: I WAS THE PF TO ZZZ. THE CAPT WAS ACTING AS THE PNF. THE AIRPLANE'S FLAPS SYS PERFORMED NORMALLY AT ZZZ1. WE WERE CLRED FOR THE VISUAL APCH TO RWY AT ZZZ. AT THIS TIME I WAS HAND FLYING THE ACFT AND ELECTED TO PERFORM A STRAIGHT IN APCH. I INITIATED A DSCNT; AND SLOWED TO APPROX 170 KTS. AT 170 KTS I CALLED FOR 'FLAPS 15.' THE PNF SELECTED FLAPS 15. I PREPARED FOR THE TYPICAL INITIAL NOSE UP TENDENCY OF THE ACFT WHEN FLAPS ARE EXTENDED BY STARTING TO ROLL IN NOSE DOWN TRIM. I NOTICED THAT THE ACFT DID NOT REQUIRE HARDLY ANY NOSE DOWN TRIM. AS THE PNF COMMENTED ON THE SMOOTH TRANSITION I POINTED OUT TO HIM THAT THE FLAPS WERE NOT EXTENDING AND POINTED AT THE FLAP INDICATOR. THE PNF VERIFIED THAT THE FLAPS WERE SELECTED TO 15 DEGS AND STATED THAT THEY WERE. WE NEVER RECEIVED A MASTER WARNING OR MASTER CAUTION. AT THIS TIME WE WERE STILL ABOVE PATTERN ALT SO I MADE THE DECISION TO INITIATE A CLB TO 4000 FT MSL. I CALLED FOR THE QRH FLAPS SECTION AND STATED THAT I HAD CTL OF THE AIRPLANE AND THE RADIOS SO THE PNF COULD RUN THE QRH AND CONTACT THE COMPANY. I INFORMED ZZZ CTAF AND ATC THAT WE WERE HAVING AN ISSUE WITH OUR FLAPS AND THAT WE WOULD BE ORBITING THE AREA OF ZZZ AND WOULD GET BACK TO THEM WHEN WE WERE ABLE. CTR CLRED US TO NAV AS NECESSARY IN THE ZZZ AREA. I INITIALLY WAS ORBITING THE ZZZ AREA WITH THE AUTOPLT MAINTAINING 4000 FT MSL AND INITIATING TURNS BY WAY OF THE HDG BUG. THE PNF RAN THE QRH AND THEN CONSULTED WITH DISPATCH AND MAINT. THE QRH LED US TO THE DETERMINATION THAT WE WOULD BE PERFORMING A NO FLAP LNDG. AT THIS TIME I SUGGESTED TO THE CAPT THAT I DECLARE AN EMER WITH ATC SO THAT THEY HAD TIME TO GET READY. THE CAPT AGREED. I INFORMED ATC OF OUR PROB AND DECLARED AN EMER. I ALSO INFORMED THEM THAT I WOULD LIKE TO HOLD AT THE ZZZ VOR WITH 10 MI LEGS. ATC APPROVED THAT REQUEST AND BEGAN THE EMER PROCESS. THE PNF AND DISPATCH DETERMINED THAT WE HAD ADEQUATE LENGTH OF RWY AT ZZZ TO PERFORM A ZERO FLAPS LNDG. I INFORMED ATC THAT WE WOULD BE MAKING AN EMER LNDG AT THE ZZZ ARPT AND THAT WE WOULD LIKE TO HAVE ARFF NOTIFIED AND ON THE FIELD. THE PNF HAD AT ALL TIMES BEEN KEEPING THE FLT ATTENDANT AND PAX INFORMED OF OUR SITUATION AS HE WAS ABLE. A FORMER MIL AND CURRENT ACR PLT IDENTED HIMSELF TO THE FLT ATTENDANT AND OFFERED US AND HER ANY ASSISTANCE THAT WE MAY NEED. ATC ADVISED US THAT THEY HAD CALLED OUT ZZZ ARFF AND WOULD LET US KNOW WHEN THEY HAD ARRIVED. APPROX 15 MINS LATER ARFF WAS AVAILABLE ON THE FIELD AND WE ELECTED TO BEGIN A LONG FINAL TO ZZZ AND REQUESTED THIS FROM ATC. ATC CLRED US FOR THE VISUAL TO RWY 24. AT THIS TIME THE CAPT AND I EXECUTED A POSITIVE EXCHANGE OF FLT CTLS AND THE CAPT BECAME THE PF. WE MADE THE DETERMINATION THAT SINCE THE CAPTS PRACTICE NO FLAP LNDGS MORE OFTEN IN A SIMULATOR ENVIRONMENT THAN THE FO'S THE SAFEST COURSE OF ACTION WAS TO HAVE HIM FLY THE AIRPLANE. I INFORMED ZZZ ARFF THAT WE WERE EXECUTING OUR FINAL APCH TO THE RWY. THEY STATED THAT THEY WERE WAITING FOR US AT THE RAMP AREA. I REQUESTED THAT THEY STAGE TO THE LATER PART OF THE RWY IN CASE WE DID GO LONG AND OVERRUN THE RWY. THEY COMPLIED. CAPT AND I BRIEFED THAT PER THE MALFUNCTION ADJUSTMENT CHART WE WOULD HAVE ADJUSTED SPDS OF 130 AND 140 KTS. WE ALSO STATED THAT THE INTENTION WAS TO PUT THE AIRPLANE ON THE GND FIRMLY AND USE MAX BRAKING COMBINED WITH DEEP REVERSE TO SLOW THE AIRPLANE AS QUICKLY AS POSSIBLE. CAPT FLEW THE APCH AT 140 KTS AND AS SOON AS I CALLED IDLE STOP RELEASED IMMEDIATELY WAS ON THE BRAKES AND HAD THE PWR LEVERS IN DEEP REVERSE. I WOULD ESTIMATE THAT WE HAD AT LEAST 1000 FT OF RWY REMAINING AS WE CLRED RWY AT E INTXN. WE TAXIED TO THE RAMP WITH NO FURTHER INCIDENT.

Data retrieved from NASA's ASRS site as of May 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.