Boeing Flap Problems

[AFFF]

Spent the best part of the last 30 years in the airport fire and rescue service, and you get to know what particular problems effect different aircraft types, and end up requiring our attendance.(overspeed landings and associated problems). Without doubt, one of the main reasons we get called out is for Boeings with flap problems (usually a reduced setting). The majority are for 757s and to a lesser extent 767s. However, we now are getting a run of 737s with flap problems (2 in the last few days. WW and LH). Can anyone enlighten me as to possible or common causes? Is it down to similar systems etc?

Thanks in advance.

[Rainboe]

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[SNS3Guppy]

Perhaps a matter of perspective, but I don't think it's a matter of flap problems occuring more frequently as it is other problems occuring less frequently.

[AFFF]

Rainboe.

Thanks for the response, and yes, stats show that the next six weeks will be the busiest of the year for ourselves, espeacially with the British charter / IT operators, but in the not too distant past one well known British IT operator despatched an aircraft (a 757) six times in two days, and every time it returned to base, we got a call for it. Now that has to be a fault, and begs the question why did the operator keep dispatching it.

[AFFF]

Rainboe

Thanks again, makes sense to me, I know that the guys and gals in air traffic can be a little quick on the button. Often wondered what you guys tell the SLF when it happens, suppose a lot depends on what they can see and hear, or not for that matter!

Cheers,
AFFF

[Rainboe]

zzzzzzzzzzzzzzzzzzzzzzz

[AFFF]

Rainboe

Having attended hundreds of emergency calls over the years, it has been my experience that very few flight deck crews want us to stay away. I remember one instance complying with the captains wishes to remain at a distance, and then being called in soon afterwards when both MLGs started smoking heavily when the aircraft (British registered MD-83) got on stand. At my station we have a policy of cancelling the blues as soon as the aircraft touches down(apart from the lead vehicle), so as not to distress the SLF and remaining at a discreet distance when following in. In effect it is up to the flight crew to liase with the fire service on 121.6 and then make decisions as to the best course of action, remembering we are your eyes outside.

As for the volleyball, what can I say, not sure if GB had a team at the olympics. What I can tell you is that at our station there is nowhere near as much volleyball played as there was years ago(crews prefering to use the station gym). You would be hard pushed to notice anyway, the court is behind the station, and barely visible to taxiiing aircraft. And at the other station(yes we have two), there isn't a court. The powers that be did ban it for a short period years ago, due to too many injuries!!!

[Mr @ Spotty M]

The B757 has had issues with leading edge slats locking out over the years,
normally fixed by replacing L/E slat actuators.
Trailing edge flap locking up can be a very hard problem to sort, you can change a number components and all works on the ground.
Then a flight or two later bingo same problem, have known engineers pulling hair out and many calls to Boeing for idea's.
So you can see it is not straight forward.

[AFFF]

Mr @ Spotty M

Thanks for that, knew there was an issue somewhere. Had a 757 divert to us a while ago with what sounds like that problem. After attention from engineers and ground tests aircraft was dispatched only to return an hour later with the same problem. Gave us another run out though. The downside was my paperwork backed up a couple of hours.

AFFF