Narrative:

On descent at 5;000 ft AGL at 140 KTS flaps [were] selected to 15 degrees. One second later; flaps and pusher amber annunciations illuminated; [the] flap indicator needle stopped; and the 1 amp circuit breaker on the battery bus located next to me was tripped. Stopped [the] descent; circled airport; [and] used in flight flaps failure emergency checklist. Pocket checklist verbiage checked and ensured it was the same as that in the poh. In flight flaps failure checklist is as follows: flaps CAWS (caution advisory and warning system) light flap circuit breaker (battery bus) - check. If tripped; wait 5 minutes; reset (max 2 attempts) and continue normal operations. If unsuccessful; land with flaps at failed position. The braking action at [destination] reported as fair. We did not land immediately because we wanted to take our time; complete the checklist; and not conduct a no-flap landing on a contaminated runway. We read the emergency checklist before acting and discussed options as we waited the 5 minutes to reset the 1 amp circuit breaker located on the battery bus. [We] ensured that the flaps were selected to zero degrees. After 5 minutes; reset the 1 amp circuit breaker. Indications I used to ensure that the flaps did in fact retract to zero degrees: 1) the crew in the back visually saw the flaps move. 2) the flaps position CAWS and pusher annunciations extinguished. 3) the flap position indicator needle moved to indicate a zero flap situation. 4) accelerated above 163 KTS and there was no red illumination of the flap position indicator or aural tone (these two indications occur if the flaps are anything other than zero degrees and above 163 KTS). Taking into consideration 1-4 above; I had 100% confidence that the flaps were at zero degrees.taking into consideration that if the flaps were again selected we could get a flaps failure again; the runway conditions of [multiple airports in our area] were considered. The flaps verified at zero degrees; the breaker remained in; the flaps and pusher CAWS annunciations extinguished; and the flaps were verified at zero indicated a successful outcome of the emergency checklist procedure. I wanted to land on a runway that was reporting good braking action. [The] current weather was VFR. [I] received an IFR clearance while circling the airport. Enroute; we again referred to the emergency checklist for a no flap landing in the event that we had another flap failure. On approach we selected flaps to 15 degrees and the flaps and pusher CAWS annunciations illuminated and the flap position indicator stopped again after 1 second of flap selection. Conducted a no flap landing [with reference] to the emergency checklist. Submitted a company report. This aircraft's continuous flap problems need to be resolved.

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Original NASA ASRS Text

Title: A PC-12 Captain reported flap problems on descent; apparently recurring; resulting in a zero flap approach and landing at a diversion airport.

Narrative: On descent at 5;000 FT AGL at 140 KTS flaps [were] selected to 15 degrees. One second later; flaps and pusher amber annunciations illuminated; [the] flap indicator needle stopped; and the 1 amp circuit breaker on the battery bus located next to me was tripped. Stopped [the] descent; circled airport; [and] used in flight flaps failure emergency checklist. Pocket checklist verbiage checked and ensured it was the same as that in the POH. In flight flaps failure checklist is as follows: Flaps CAWS (caution advisory and warning system) light flap circuit breaker (battery bus) - check. If tripped; wait 5 minutes; reset (max 2 attempts) and continue normal operations. If unsuccessful; land with flaps at failed position. The braking action at [destination] reported as fair. We did not land immediately because we wanted to take our time; complete the checklist; and not conduct a no-flap landing on a contaminated runway. We read the emergency checklist before acting and discussed options as we waited the 5 minutes to reset the 1 amp circuit breaker located on the battery bus. [We] ensured that the flaps were selected to zero degrees. After 5 minutes; reset the 1 amp circuit breaker. Indications I used to ensure that the flaps did in fact retract to zero degrees: 1) the crew in the back visually saw the flaps move. 2) The flaps position CAWS and pusher annunciations extinguished. 3) The flap position indicator needle moved to indicate a zero flap situation. 4) Accelerated above 163 KTS and there was no red illumination of the flap position indicator or aural tone (these two indications occur if the flaps are anything other than zero degrees and above 163 KTS). Taking into consideration 1-4 above; I had 100% confidence that the flaps were at zero degrees.Taking into consideration that if the flaps were again selected we could get a flaps failure again; the runway conditions of [multiple airports in our area] were considered. The flaps verified at zero degrees; the breaker remained in; the flaps and pusher CAWS annunciations extinguished; and the flaps were verified at zero indicated a successful outcome of the emergency checklist procedure. I wanted to land on a runway that was reporting good braking action. [The] current weather was VFR. [I] received an IFR clearance while circling the airport. Enroute; we again referred to the emergency checklist for a no flap landing in the event that we had another flap failure. On approach we selected flaps to 15 degrees and the flaps and pusher CAWS annunciations illuminated and the flap position indicator stopped again after 1 second of flap selection. Conducted a no flap landing [with reference] to the emergency checklist. Submitted a company report. This aircraft's continuous flap problems need to be resolved.

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.