Date: 201208
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class C ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting; Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Aircraft; Chart Or Publication; Human Factors
Primary problem: Aircraft

Narrative: Emergency declared for flight control malfunction. We were on downwind and slowing for a visual approach. Approach had just turned us over to Tower when the First Officer called for flaps 2 and we got an ECAM: F/CTL FLAPS FAULT/LOCKED. We stayed with Approach Control and advised them we had a flap problem and requested vectors for a box pattern over the airport; which were provided. The ECAM itself provides little guidance other than do not exceed 230 KTS. I got the book out and determined that we would be making a reduced flap/high speed landing. At that point; I declared an emergency with Approach and requested the equipment; Dispatch was informed of the situation via ACARS. After determining the approach speed and configuration; I informed Approach Control and Dispatch. I informed the flight attendants about what was going and told them not to prep for evacuation; but that we would be landing fast with hard braking. I also made a PA to explain what was going on to the passengers. Dispatch concurred with our approach speed computation and landing distance required. The landing was uneventful and the brake temperatures never went over about 480 degrees. We advised operations to be careful because of the hot brakes and with the fire department present were able to chock the wheels so we could release the brakes. I spoke with Maintenance Control today (next day after event) and they found that the bolts holding the torque tube driving the flaps on the right side had separated; so the right flaps did not extend when commanded. (The new flight manual format made finding the information we needed very difficult. All the red tabs just got in the way instead of helping. My First Officer and I had both browsed through the new format; but that is not the same as looking for information in the heat of battle. We also discussed using the iPad for the non-normal; but as the software is now configured; it would be a nightmare. I tried to use it to prepare for my PT recently. The search function might work a couple of times then the app would shut down requiring the user to reenter a password; it also shut down several times just turning pages. I finished the exams using my own computer. Another problem we considered was flipping between pages; once we found the material in the paper manual; it was easy to go back and forth. We know of no way to do this with [the iPad application]. Besides fixing the shutdown problem; to be usable; [the iPad application] should have a 'flight mode' that would keep the unit from going to sleep and the only password required should be the iPad password itself. Also; being able to select several pages to move/flip back and forth between them would be helpful. I believe the event went smoothly and that we worked well as a crew. Dispatch was also very helpful and backed up the information we needed. We had plenty of fuel so we never felt rushed which was good because we were both very tired; it was a long day and we both had come off of multiday trips that included both very late and all night flying.

Callback: The reporter states that the aircraft was carrying extra fuel and the extra time required to find pertinent information was never a factor. The procedure resulted in the aircraft landing with flaps up and slats 3 and the aircraft was easily stopped in the available runway.

Second narrative: We were descending on a left downwind for a visual approach. It was VFR night conditions. I was the flying pilot and I slowed to 180 KTS and asked for flaps 2. The autopilot was not engaged. We got an ECAM that said [flight control] flaps wing tip brakes locked. The ECAM directed us to fly a max speed of 230 KTS. We maintained configuration; engaged the autopilot and went to the flight manual. A quick calculation of 3 separate charts gave us an approach speed of 168 KTS. We asked ATC for vectors and declared an emergency; asking them to roll the trucks in anticipation of hot brakes. ATC was extremely helpful in giving us vectors for a box pattern on a 15 mile straight in approach. We advised the flight attendants to expect a faster than normal approach speed and heavy braking upon touchdown. We also advised them that we had declared an emergency and the fire trucks would be following us to the gate. After notifying Dispatch via ACARS and receiving a confirmation of our calculated approach speed we advised ATC we were ready to accept approach clearance and had the airport in sight. After an uneventful approach and landing we taxied in to the gate. The firefighters were very helpful in that they came up to the cockpit and verified brake temps were actually trending down before they departed. Our brakes reached a max temp of 490 degrees C. We debriefed with the flight attendants and they felt we had communicated our expectations of them in the situation and had no questions or concerns. My major concern in this scenario is this: how would we have handled this if we would have had only our iPads in the flight deck during this approach and landing? At one point; we had 4 different charts/ manual pages out at once. Specifically; FM ECAM notes for flight control flaps locked; abnormal flap/slat configuration; landing distance; and our maneuvers page for our profile. If we had only had our iPads; how would we have kept this info organized? Thankfully we have had this profile in recent training events; so these charts were somewhat familiar. I am advocating that we ALWAYS have at least ONE flight bag in the flight deck at all times; even after our EFB are exclusively approved for all phases of flight. After speaking with Maintenance the following morning we learned that 4 bolts had sheared off and our torque tube was awaiting replacement.


Synopsis: A319 Captain reports an ECAM: F/CTL FLAPS FAULT/LOCKED; when flaps are selected to 2 during approach which results in landing with flaps up and slats 3. Difficulties are reported locating information in a redesigned flight manual and using an iPad EFB.