Narrative:

Boarded aircraft and found maintenance personnel on the flight deck performing duties to include deferring open items and performing ETOPS release checks. Of particular interest to me was the MEL deferral of the TCAS system and a maintenance log entry from the previous flight of the ATC transponders; both 1 and 2; being reported by ATC as intermittent. Maintenance personnel told me they had replaced the TCAS computer but did not have the equipment to test it so the MEL deferral remained. An aircraft test of the transponder system was performed and the system test passed; the transponder system was signed off as operational. The maintenance ETOPS release was received from maintenance control; the preflight duties were performed by the flight crew and the flight departed on time. On taxi out for takeoff; tower advised negative transponder readout for our aircraft; we switched to the other transponder but it was also reported as inoperative. Realizing that our flight into rvsm airspace required at least one working transponder and for safety of flight considerations I made the decision to return to the gate and have the transponder system checked. I made an entry in the maintenance logbook. Maintenance personnel changed the ATC transponder control box and the #1 transponder and performed an aircraft system test which passed; then signed off the system as operational in the logbook. I asked that they also do a test with ATC of the transponder readout; but we found out from ATC that the transponder readout is inhibited at the gates and the test would have to be done away from the gates on taxi out. We departed the gate a second time 151 minutes late. On taxi out; tower reported the transponder readout as normal. The transponder system operation was normal during taxi; takeoff and climbout to FL360. Approximately 100 NM out ATC reported radar contact lost no transponder code or altitude readout; only primary radar target. With our transponders intermittent or somehow restricted in range; I asked ATC to coordinate our entry into rvsm airspace with transponders inoperative; negative rvsm; per fom. I then contacted dispatch via ACARS and advised of our situation. ATC responded by clearing us as filed; FL330. We descended to FL330; reported level and advised dispatch of clearance. Flight proceeded ops normal enroute. Approaching the west coast; contact with oak center was established and a transponder code received and entered in the ATC transponder. Primary radar contact was made but transponder readout delayed; we were given a descent clearance; started our descent then radar contact established approximately 100 NM from our destination at about FL250. Transponder worked normal with oak center until we switched to norcal approach. Norcal reported our transponder readout as intermittent. Due to the hour the tower was closed; conditions were clear; and norcal cleared us for a visual approach; but we set up for an ILS. The aircraft was configured for landing; flaps 20 and gear down. Outside the final approach fix with the gear down three green we received a trailing edge annunciator light; te flap disagree EICAS message; and a te flap lockout status message. The flap position indicator showed the flaps as symmetrical; down at between 5 and 10 degrees. I followed QRH; but considering we were flying into an uncontrolled airport; with no TCAS and; at best; an intermittent transponder I did not want to go around and made the decision to land with the flaps we had available. Our weight was less than 260;000 pounds; vref; flaps 30 speed was 130 KTS and I chose to land at Vref30 + 30 (about 160 KTS). Approach and landing proceeded normally with no further incident. On arrival I made maintenance logbook entries for the inoperative flaps and intermittent transponders. After much needed crew rest; the following morning we proceeded to the airport for our next flight. The maintenance logbook showed the flap system reset and tested and thelower ATC transponder antenna removed and replaced and the 2 ATC antenna switching units removed and replaced; the system aircraft tested (but not tested with ATC) and the system signed off as operational. On taxi out; tower confirmed our transponder code readout and takeoff was normal. On climbout about 8;000 ft. Norcal departure reported radar contact lost but then reestablished climbing through 10;500 ft. Oak center reported radar contact until about 100 NM out at which point radar contact was lost until approaching destination. Like the day before; we coordinated with ATC to continue into rvsm airspace with intermittent/inoperative transponder; negative rvsm and notified dispatch. Clearance to proceed as filed; FL360 was received and once again I had dispatch confirm clearance oak. Flight proceeded without incident; approximately 100 NM out; ATC reported radar contact and normal transponder code and altitude readout on descent; approach and landing.

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Original NASA ASRS Text

Title: B767 Captain reports flying two Pacific crossings with weak transponders after attempts by Maintenance to make repairs. The first flight ends with a TE Flap Disagree EICAS message; and a TE Flap Lockout status message. Captain elects to land with existing flaps at Vref30 + 30 KTS.

Narrative: Boarded aircraft and found maintenance personnel on the flight deck performing duties to include deferring open items and performing ETOPS release checks. Of particular interest to me was the MEL deferral of the TCAS system and a maintenance log entry from the previous flight of the ATC transponders; both 1 and 2; being reported by ATC as intermittent. Maintenance personnel told me they had replaced the TCAS computer but did not have the equipment to test it so the MEL deferral remained. An aircraft test of the transponder system was performed and the system test passed; the transponder system was signed off as operational. The maintenance ETOPS release was received from Maintenance Control; the preflight duties were performed by the flight crew and the flight departed on time. On taxi out for takeoff; Tower advised negative transponder readout for our aircraft; we switched to the other transponder but it was also reported as inoperative. Realizing that our flight into RVSM airspace required at least one working transponder and for safety of flight considerations I made the decision to return to the gate and have the transponder system checked. I made an entry in the maintenance logbook. Maintenance personnel changed the ATC transponder control box and the #1 transponder and performed an aircraft system test which passed; then signed off the system as operational in the logbook. I asked that they also do a test with ATC of the transponder readout; but we found out from ATC that the transponder readout is inhibited at the gates and the test would have to be done away from the gates on taxi out. We departed the gate a second time 151 minutes late. On taxi out; Tower reported the transponder readout as normal. The transponder system operation was normal during taxi; takeoff and climbout to FL360. Approximately 100 NM out ATC reported radar contact lost no transponder code or altitude readout; only primary radar target. With our transponders intermittent or somehow restricted in range; I asked ATC to coordinate our entry into RVSM airspace with transponders inoperative; negative RVSM; per FOM. I then contacted Dispatch via ACARS and advised of our situation. ATC responded by clearing us as filed; FL330. We descended to FL330; reported level and advised Dispatch of clearance. Flight proceeded ops normal enroute. Approaching the west coast; contact with OAK Center was established and a transponder code received and entered in the ATC transponder. Primary radar contact was made but transponder readout delayed; we were given a descent clearance; started our descent then radar contact established approximately 100 NM from our destination at about FL250. Transponder worked normal with OAK Center until we switched to NORCAL Approach. NORCAL reported our transponder readout as intermittent. Due to the hour the Tower was closed; conditions were clear; and NORCAL cleared us for a visual approach; but we set up for an ILS. The aircraft was configured for landing; flaps 20 and gear down. Outside the final approach fix with the gear down three green we received a Trailing Edge annunciator light; TE Flap Disagree EICAS message; and a TE Flap Lockout status message. The flap position indicator showed the flaps as symmetrical; down at between 5 and 10 degrees. I followed QRH; but considering we were flying into an uncontrolled airport; with no TCAS and; at best; an intermittent transponder I did not want to go around and made the decision to land with the flaps we had available. Our weight was less than 260;000 LBS; Vref; flaps 30 speed was 130 KTS and I chose to land at Vref30 + 30 (about 160 KTS). Approach and landing proceeded normally with no further incident. On arrival I made maintenance logbook entries for the inoperative flaps and intermittent transponders. After much needed crew rest; the following morning we proceeded to the airport for our next flight. The maintenance logbook showed the flap system reset and tested and thelower ATC transponder antenna removed and replaced and the 2 ATC antenna switching units removed and replaced; the system aircraft tested (but not tested with ATC) and the system signed off as operational. On taxi out; Tower confirmed our transponder code readout and takeoff was normal. On climbout about 8;000 FT. NORCAL Departure reported radar contact lost but then reestablished climbing through 10;500 FT. OAK Center reported radar contact until about 100 NM out at which point radar contact was lost until approaching destination. Like the day before; we coordinated with ATC to continue into RVSM airspace with intermittent/inoperative transponder; negative RVSM and notified Dispatch. Clearance to proceed as filed; FL360 was received and once again I had Dispatch confirm clearance OAK. Flight proceeded without incident; approximately 100 NM out; ATC reported radar contact and normal transponder code and altitude readout on descent; approach and landing.

Data retrieved from NASA's ASRS site as of July 2013 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.