What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On December 25, 1999, about 1714 EST, a mexican registered Lockheed 731, xaptd, registered to and operated by sericios aereos del centro, experienced separation of the left and right inboard trailing edge flaps while on approach to land at the fort Lauderdale international airport, fort Lauderdale, Florida. Visual meteorological conditions prevailed at the time and an IFR flight plan was filed for the 14 CFR part 129 flight. The airplane sustained minor damage and there were no injuries to the captain, first officer, cabin attendant, or eight passaengers. The flight orginated from the licenciado adolfo lapez mateos international airport, toluca, Mexico, about 3 hours earlier. The captain stated that the flight was vectored to turn onto a left base for runway 27R and he reduced power to slow from 200 knots that was maintained on the downwind leg to 190 knots at that airspeed he called for approach flaps and the approach to land checklist. The first officer later reported that he extended the flaps as requested and verified that they were extended to the approach setting. The flight was vectored by air traffic control (ATC) to intercept the localizer and to maintain 2,000 feet and 1600 knots until estiblished. While following the glide slope and localizer indications, he called for full flaps and to verify the landing checklist. Approximately 2-3 seconds after flaps were fully extended, he heard a veryloud noise and the airplane immediately rolled to the right approximately 90 degrees. He applied full left aileron input and also increased power on the nos. 3 and 4 engines which regained brought the airplane to a wings level attitude. The approach was discontinued and the flaps were retracted to the approach setting. While being vectored bt ATC, the captain later reported that he heard another loud sound and the airplane rolled to the left and began descending. He applied nearly full power to all four engines, was vectored by ATC to the runway, and landed uneventfully. Postlanding inspection of the airplane revealed that the left inboard trailing edge flaps were separated. Also, the inboard section of the right exernal fuel tank was ruptured; the inboard section of the left external fuel tank was scarred but not ruptured. The left inboard trailing edge flap was located; the separated right flap has not been located. Metallurgical examination of the fracture surfaces of the components from both the left and right inboard flaps will be performed by the NTSB materials laboratory.
As the FAA filed it
ON DECEMBER 25, 1999, ABOUT 1714 EST, A MEXICAN REGISTERED LOCKHEED 731, XAPTD, REGISTERED TO AND OPERATED BY SERICIOS AEREOS DEL CENTRO, EXPERIENCED SEPARATION OF THE LEFT AND RIGHT INBOARD TRAILING EDGE FLAPS WHILE ON APPROACH TO LAND AT THE FORT LAUDERDALE INTERNATIONAL AIRPORT, FORT LAUDERDALE, FLORIDA. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND AN IFR FLIGHT PLAN WAS FILED FOR THE 14 CFR PART 129 FLIGHT. THE AIRPLANE SUSTAINED MINOR DAMAGE AND THERE WERE NO INJURIES TO THE CAPTAIN, FIRST OFFICER, CABIN ATTENDANT, OR EIGHT PASSAENGERS. THE FLIGHT ORGINATED FROM THE LICENCIADO ADOLFO LAPEZ MATEOS INTERNATIONAL AIRPORT, TOLUCA, MEXICO, ABOUT 3 HOURS EARLIER. THE CAPTAIN STATED THAT THE FLIGHT WAS VECTORED TO TURN ONTO A LEFT BASE FOR RUNWAY 27R AND HE REDUCED POWER TO SLOW FROM 200 KNOTS THAT WAS MAINTAINED ON THE DOWNWIND LEG TO 190 KNOTS AT THAT AIRSPEED HE CALLED FOR APPROACH FLAPS AND THE APPROACH TO LAND CHECKLIST. THE FIRST OFFICER LATER REPORTED THAT HE EXTENDED THE FLAPS AS REQUESTED AND VERIFIED THAT THEY WERE EXTENDED TO THE APPROACH SETTING. THE FLIGHT WAS VECTORED BY AIR TRAFFIC CONTROL (ATC) TO INTERCEPT THE LOCALIZER AND TO MAINTAIN 2,000 FEET AND 1600 KNOTS UNTIL ESTIBLISHED. WHILE FOLLOWING THE GLIDE SLOPE AND LOCALIZER INDICATIONS, HE CALLED FOR FULL FLAPS AND TO VERIFY THE LANDING CHECKLIST. APPROXIMATELY 2-3 SECONDS AFTER FLAPS WERE FULLY EXTENDED, HE HEARD A VERYLOUD NOISE AND THE AIRPLANE IMMEDIATELY ROLLED TO THE RIGHT APPROXIMATELY 90 DEGREES. HE APPLIED FULL LEFT AILERON INPUT AND ALSO INCREASED POWER ON THE NOS. 3 AND 4 ENGINES WHICH REGAINED BROUGHT THE AIRPLANE TO A WINGS LEVEL ATTITUDE. THE APPROACH WAS DISCONTINUED AND THE FLAPS WERE RETRACTED TO THE APPROACH SETTING. WHILE BEING VECTORED BT ATC, THE CAPTAIN LATER REPORTED THAT HE HEARD ANOTHER LOUD SOUND AND THE AIRPLANE ROLLED TO THE LEFT AND BEGAN DESCENDING. HE APPLIED NEARLY FULL POWER TO ALL FOUR ENGINES, WAS VECTORED BY ATC TO THE RUNWAY, AND LANDED UNEVENTFULLY. POSTLANDING INSPECTION OF THE AIRPLANE REVEALED THAT THE LEFT INBOARD TRAILING EDGE FLAPS WERE SEPARATED. ALSO, THE INBOARD SECTION OF THE RIGHT EXERNAL FUEL TANK WAS RUPTURED; THE INBOARD SECTION OF THE LEFT EXTERNAL FUEL TANK WAS SCARRED BUT NOT RUPTURED. THE LEFT INBOARD TRAILING EDGE FLAP WAS LOCATED; THE SEPARATED RIGHT FLAP HAS NOT BEEN LOCATED. METALLURGICAL EXAMINATION OF THE FRACTURE SURFACES OF THE COMPONENTS FROM BOTH THE LEFT AND RIGHT INBOARD FLAPS WILL BE PERFORMED BY THE NTSB MATERIALS LABORATORY.