Narrative:

At about 3000 feet on final to xxl we put the flap handle to flaps 2 and got an ECAM for F/control flap fault- alignment. At this point we tried recycling the flaps from two to one and back to two to try and correct the problem. The leading edge devices moved normally but the trailing flaps remained up; with an amber indication. At this point we discontinued the approach and asked for vectors to work the problem. The copilot flew and worked the radio while I contacted dispatch and maintenance control via ACARS. I made an announcement to the passengers. With dispatch and maintenance on the radio we went over the problem and tried cycling the flaps again with no fix. Maintenance control said there was no way to correct the problem and we went over correct approach procedures. At this point I had the first officer declare an emergency. The first officer and I decided to have the cabin prepped for an evacuation due to the unusual approach; high speeds; possible tail strike; blown tires; hot brakes; etc. The flight attendants were notified; and I made another announcement to the passengers. We briefed the approach; with all the additional items and proper vref which we calculated to be 158kts. On downwind to base I became pilot flying. The approach and landing to xxr; was uneventful. Brace was called for at 500 feet; and we told everybody to remain seated as we slowed to taxi speed. The landing roll and braking effort was a little more than normal and we saw no problem to continue to the gate.

Related reports:

Google
 

Original NASA ASRS Text

Title: An A320 flight crew declared an emergency and landed safely after the flaps failed to extend normally.

Narrative: At about 3000 feet on final to XXL we put the flap handle to flaps 2 and got an ECAM for F/CTL FLAP FAULT- ALIGNMENT. At this point we tried recycling the flaps from two to one and back to two to try and correct the problem. The leading edge devices moved normally but the trailing flaps remained up; with an amber indication. At this point we discontinued the approach and asked for vectors to work the problem. The copilot flew and worked the radio while I contacted Dispatch and Maintenance Control via ACARS. I made an announcement to the passengers. With Dispatch and Maintenance on the radio we went over the problem and tried cycling the flaps again with no fix. Maintenance Control said there was no way to correct the problem and we went over correct approach procedures. At this point I had the First Officer declare an emergency. The First Officer and I decided to have the cabin prepped for an evacuation due to the unusual approach; high speeds; possible tail strike; blown tires; hot brakes; etc. The Flight Attendants were notified; and I made another announcement to the passengers. We briefed the approach; with all the additional items and proper VREF which we calculated to be 158kts. On downwind to base I became pilot flying. The approach and landing to XXR; was uneventful. Brace was called for at 500 feet; and we told everybody to remain seated as we slowed to taxi speed. The landing roll and braking effort was a little more than normal and we saw no problem to continue to the gate.

Data retrieved from NASA's ASRS site as of April 2012 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.