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A CE560-xl flight crew responded to a disagreement between the flap lever position at zero degrees and the flap indication of 15 degrees. Before the condition was discovered they had accelerated to a speed 30 KTS in excess of the flaps 15 maximum. They reconfigured the flap lever to match the flap position and continued uneventfully to their destination at an appropriate airspeed.
| Attributes | |
| ACN | 970277 |
| Time | |
| Date | 201109 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.ARTCC |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Citation Excel (C560XL) |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Climb Initial Climb |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Flap Control (Trailing & Leading Edge) |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Person 2 | |
| Function | Pilot Flying Captain |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Speed All Types |
Narrative:
We noticed the flaps were not retracted when the pilot flying requested the after take-off checklist. When I (the pilot not flying) performed the part of the checklist that calls for flaps 0; I noticed the flap handle was in the 0 degree position; but the flap indicator was in the 15 degree position. I immediately notified the pilot flying; and he immediately slowed to 180 KIAS and requested a level off from ATC at 11;000 MSL. The speed at the time we discovered the discrepancy was 230 KIAS; which is 30 KTS faster than vfe for flaps 15 degrees. Contributing to missing the fact that the flaps did not move to 0 degrees when commanded was the fact that the horizontal stabilizer did move to the appropriate position for flaps 0 degrees. This was confirmed by a hydraulic pressure annunciator and auto-pilot trim changes when we re-selected flaps 15 degrees once we agreed there was a system malfunction. The re-selection of flaps 15 degrees was decided with the input of the chief pilot to avoid uncommanded flap retraction so as to agree with the current flap handle position (0). It also placed the horizontal stabilizer in the proper position for landing and/or go-around. We completed the flaps inoperative approach and landing abnormal checklist and concluded the flight uneventfully. The flap malfunction discrepancy and inadvertent flap overspeed were reported to maintenance.
Original NASA ASRS Text
Title: A CE560-XL flight crew responded to a disagreement between the flap lever position at zero degrees and the flap indication of 15 degrees. Before the condition was discovered they had accelerated to a speed 30 KTS in excess of the flaps 15 maximum. They reconfigured the flap lever to match the flap position and continued uneventfully to their destination at an appropriate airspeed.
Narrative: We noticed the flaps were not retracted when the pilot flying requested the After Take-off Checklist. When I (the pilot not flying) performed the part of the checklist that calls for Flaps 0; I noticed the flap handle was in the 0 degree position; but the flap indicator was in the 15 degree position. I immediately notified the pilot flying; and he immediately slowed to 180 KIAS and requested a level off from ATC at 11;000 MSL. The speed at the time we discovered the discrepancy was 230 KIAS; which is 30 KTS faster than Vfe for flaps 15 degrees. Contributing to missing the fact that the flaps did not move to 0 degrees when commanded was the fact that the horizontal stabilizer did move to the appropriate position for flaps 0 degrees. This was confirmed by a hydraulic pressure annunciator and auto-pilot trim changes when we re-selected flaps 15 degrees once we agreed there was a system malfunction. The re-selection of flaps 15 degrees was decided with the input of the Chief Pilot to avoid uncommanded flap retraction so as to agree with the current flap handle position (0). It also placed the horizontal stabilizer in the proper position for landing and/or go-around. We completed the Flaps Inoperative Approach and Landing Abnormal Checklist and concluded the flight uneventfully. The flap malfunction discrepancy and inadvertent flap overspeed were reported to Maintenance.
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.