Narrative:

On departure; when flaps were selected 'up'; travel stopped at 11 degrees indicated. A call was made to the flight department contact number and the pilot not flying spoke to the maintenance manager; and we decided to return for an abnormal flap landing. No emergency was declared as pilot not flying and pilot flying decided it was not that serious of a situation. The plan was to land; taxi in; reset the flap failure; and continue with our flight as is common with these types of failures with challengers. Touchdown was accomplished at 63 per feet minute and something less than 160 KTS; and brakes and reversers were applied for stopping as needed. When we taxied on to the FBO ramp; one brake truck was hot; with low grade flame; and the ground crew used powder extinguisher on the hot brake instead of allowing it to cool normally. This required a brake tear down and replacement of the brakes and wheels on that side (right side; truck with #3 and #4 wheels). During our event debrief; following the event; the safety representative mentioned he would have had the emergency equipment put in place for the return; and then I suggested we could have gone to tus (tucson; az) for repairs; as they are a challenger repair center and have tools and expertise to make repairs. His comment was the FAA would not have liked us flying over adequate airports to get to tus. After two days in the shop; it was determined that sufficient repairs had been made to allow us to go to tus to do additional checks on the pressure being applied to the brakes. Prior to the second departure; the three of us; pilot flying; pilot not flying and the flight department maintenance representative discussed what we would do 'if' the same failure occurred. We determined we were good with going to tus for repairs; but based on our conversation with the safety representative; we could only return to ZZZ; 'unless' someone in management would approve us to continue to tus. On the second departure from ZZZ; the same failure occurred when flaps were selected up; the difference being they failed at 10 degrees the second time. A call was made by pilot not flying to the flight department contact number to report our situation and get the recommended game plan. We never received what we considered to be definite direction to proceed to tus; only if 'we' felt comfortable. We did feel comfortable with proceeding; but felt; considering the debrief we had had; we were discouraged from making that decision on our own. Remembering the debrief from the previous event we asked for the emergency equipment to be called out; but no emergency was declared. The center controller then said; 'an emergency is being declared by center'; so we continued and landed with flaps stuck at 10 degrees. Brakes were applied for the first time at approximately 40 KTS; using maximum thrust reverse during landing. An inspection of the brakes was performed by the emergency vehicle crew and it was determined the brakes were in good condition. During our second debrief; initiated by me; I was informed it would probably have been ok to proceed to tus; so we would have a formal brief prior to takeoff and decide as a group that we would in fact proceed to tus 'if' the same failure occurred again. A few days later we departed without event to tus where additional pressure checks were performed. The next day; following a takeoff and landing at tus to determine no further problems would occur; an uneventful return to home base was accomplished.

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Original NASA ASRS Text

Title: Challenger Captain reports flap failure on departure with flaps stopping at 11 degrees. Flight returns to departure airport where hot brakes are sprayed with dry chemical fire extinguisher by FBO line crew requiring brake change. Two days later flaps fail again on departure and crew returns; with ATC declaring an emergency for the crew. The next day crew departs without event to a Challenger maintenance base.

Narrative: On departure; when flaps were selected 'up'; travel stopped at 11 degrees indicated. A call was made to the flight department contact number and the pilot not flying spoke to the Maintenance Manager; and we decided to return for an abnormal flap landing. No emergency was declared as pilot not flying and pilot flying decided it was not that serious of a situation. The plan was to land; taxi in; reset the flap failure; and continue with our flight as is common with these types of failures with Challengers. Touchdown was accomplished at 63 per feet minute and something less than 160 KTS; and brakes and reversers were applied for stopping as needed. When we taxied on to the FBO ramp; one brake truck was hot; with low grade flame; and the ground crew used powder extinguisher on the hot brake instead of allowing it to cool normally. This required a brake tear down and replacement of the brakes and wheels on that side (right side; truck with #3 and #4 wheels). During our event debrief; following the event; the Safety Representative mentioned he would have had the emergency equipment put in place for the return; and then I suggested we could have gone to TUS (Tucson; AZ) for repairs; as they are a Challenger repair center and have tools and expertise to make repairs. His comment was the FAA would not have liked us flying over adequate airports to get to TUS. After two days in the shop; it was determined that sufficient repairs had been made to allow us to go to TUS to do additional checks on the pressure being applied to the brakes. Prior to the second departure; the three of us; pilot flying; pilot not flying and the flight department maintenance representative discussed what we would do 'if' the same failure occurred. We determined we were good with going to TUS for repairs; but based on our conversation with the Safety Representative; we could only return to ZZZ; 'unless' someone in Management would approve us to continue to TUS. On the second departure from ZZZ; the same failure occurred when flaps were selected up; the difference being they failed at 10 degrees the second time. A call was made by pilot not flying to the flight department contact number to report our situation and get the recommended game plan. We never received what we considered to be definite direction to proceed to TUS; only if 'we' felt comfortable. We did feel comfortable with proceeding; but felt; considering the debrief we had had; we were discouraged from making that decision on our own. Remembering the debrief from the previous event we asked for the emergency equipment to be called out; but no emergency was declared. The Center Controller then said; 'an emergency is being declared by Center'; so we continued and landed with flaps stuck at 10 degrees. Brakes were applied for the first time at approximately 40 KTS; using maximum thrust reverse during landing. An inspection of the brakes was performed by the emergency vehicle crew and it was determined the brakes were in good condition. During our second debrief; initiated by me; I was informed it would probably have been OK to proceed to TUS; so we would have a formal brief prior to takeoff and decide as a group that we would in fact proceed to TUS 'if' the same failure occurred again. A few days later we departed without event to TUS where additional pressure checks were performed. The next day; following a takeoff and landing at TUS to determine no further problems would occur; an uneventful return to home base was accomplished.

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.