Date: 201705
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Weather elements / visibility: Thunderstorm
Light: Night
Aircraft: A330
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After takeoff from ZZZ; the flaps did not respond to being selected from Flaps 2 to Flaps 1.  Shortly after realizing the flaps had not moved to the Flaps 1 position; an ECAM alert showed a 'Flaps Locked' fault had occurred.  Since we were actively coordinating with ATC to avoid numerous rain showers; I continued to act as the Pilot Flying and called for ECAM action.  The ECAM and QRH merely provided for preparations for an abnormal landing.  It was at night; with numerous heavy rain showers in the vicinity.  The prospect of burning off fuel down to a reasonable landing weight; or an overweight emergency landing with a turbulent approach to a night landing at maximum or greater landing weight with partial flaps; which would also require even higher touchdown speeds on a wet runway was not an attractive course of action.  Seeking to utilize outside resources I directed the Relief Pilot to contact Dispatch to coordinate with Maintenance Control for more information or suggestions on how to proceed.  Once in touch with Maintenance Control; they directed us to pull and reset the left and right flap control circuit breakers on the overhead panel.  I advised the Relief Pilot to locate and pull and reset the circuit breakers as Maintenance Control directed.  The procedure was successful with the flaps responding normally to the flap lever selection.  The 'Flaps Locked' ECAM had also gone away.  Maintenance Control was told of the successful operation of the flaps and with apparent normal function returned and extinguishing of the ECAM warning. Maintenance Control said we had apparently experienced a spurious anomaly of the flap control computer.  He; Maintenance Control; said that we were good to continue our flight.  By this time we had only used 1500 to 2000 pounds of fuel while resolving the flap problem.  We conferred with the Dispatcher about the resolved flap issue and our fuel on board.  The Dispatcher checked and agreed with us that we still had sufficient fuel and reserves and that continuing to ZZZZ was a good plan.  So the First Officer; the Relief Pilot and I; along with the Dispatcher and Maintenance Control agreed that a continuation to ZZZZ was a satisfactory course of action.  The flight continued on to ZZZZ with the flaps working normally throughout the remainder of the flight; taxi in and parking in ZZZZ.  The takeoff flap anomaly and the cycling of the circuit breaker was recorded in the logbook. My [Company] training instructs us to use all available resources to achieve the safest solution to abnormal situations.  Although the QRH procedures would have us prepare for an accomplished landing as a result of the stuck flap situation; I elected to contact Dispatch and Maintenance Control for help in arriving at a safe solution to our flap problem.  To have returned for an immediate landing did not seem the safest course of action.  The outside resources helped us resolve our immediate problem and return the airplane to its normal operating capability.  Even if the flaps did not respond on landing at ZZZZ; we would have had a daylight landing on a 13;000 plus foot dry runway with a much lighter landing weight and better weather.  Whereas; a return for landing to ZZZ or other nearby airports in dark; turbulent; rainy conditions to a shorter wet runway at much higher landing weights and speeds was a less safe options than continuing on to ZZZZ.   Continuing training that emphases safety and using CRM and outside resources can help crews evaluate the abnormal situations that encountered.

Callback: The reporter stated that in this situation; flaps not responding; the QRH calls for 'Declaring an Emergency' and landing overweight if necessary. Due to the weather and it was at night; he did not like the idea of landing an aircraft of this size and weight in this in this condition if he didn't have to; so they called Maintenance Control hoping they could come up fix to get the flaps up so they can proceed to their destination. The weather at the destination was good; it will be daylight when they arrive; and the aircraft would be lighter. Maintenance Control suggested they pull and reset the flap control circuit breakers. This procedures gave the flight crew control of the flaps they had a normal landing at their destination. The flap anomaly was recorded in the logbook at their destination. The next flight crew had the same problem when they arrived at their destination.

Second narrative: [Report narrative contained no additional information.]


Synopsis: A330 flight crew reported the trailing edge flaps did not respond when selected from flaps 2 to flaps 1 on departure.