SEA00IA069

During the climb-out from a simulated emergency landing, the flaps were retracted. The pilot noted a lack of climb performance and found that the flaps were not fully retracted even though the flap handle indicated that they were retracted. The pilot also found that the circuit breaker was out. The pilot noted that the left side flap was extended slightly more than the right, and that the flap was visibly bent. The left side flap was also restricting the left side aileron movement. The flight was diverted to a controlled airport where the pilot declared an emergency before landing without further incident. It was later found that the inboard left side flap track was cracked and broken. The flap had deformed and contacted the aileron, restricting its movement.

On April 11, 2000, approximately 1009 Pacific daylight time, a Cessna 182P, N1298M, registered to and operated by the Ft. Lewis Army Flying Club, experienced a flight control interference while on final approach to Port Orchard, Washington. The pilot diverted to Tacoma, Washington, where an emergency landing was made without further incident. Visual meteorological conditions prevailed and a military visual flight rules flight plan was filed. The aircraft received minor damage and the flight instructor and commercial pilot were not injured. The flight originated from Ft. Lewis, Washington, about 40 minutes prior to the incident.

In a written statement, the flight instructor reported that the purpose of the flight was for the commercial pilot's annual flight check. A simulated emergency landing, with partial engine power, was being performed to the Port Orchard Airport. The commercial pilot was at the controls for the approach. Flaps were extended to 10 degrees for the downwind leg. While on the base leg, 20 degrees of flaps were extended, and while on final approach, 40 degrees for flaps were extended. The flight instructor then initiated a go-around with full power to climb at 80 mph. The flaps were retracted to 20 degrees. Once a positive rate was established, the remainder of the flaps were retracted. The instructor noted a lack of performance and found that the flap indicator was down approximately 1/4 inch from the fully retracted position. The flight instructor also noted that the right side flap was extended about one to two inches. The flap handle was verified in the up position. The instructor then noted that the circuit breaker was out. The circuit breaker was reset and the flap handle was moved to coincide with the flap extension. The instructor tried to retract the flap and the circuit breaker again tripped. At this time, the left side flap was noted to be extended about four to six inches, and the leading edge of the flap was visibly bent. The left side aileron was also restricted. The aircraft wanted to roll to the left and the pilot used rudder trim to maintain control. The flight then diverted to Tacoma where the pilot declared an emergency, landing without further incident.

A Federal Aviation Administration inspector from the Seattle, Washington, Flight Standards District Office inspected the aircraft. The inspector reported that the inboard left side flap track was cracked and broken. The flap had deformed and contacted the aileron, restricting its movement. (See attached excerpt from the Cessna Parts Catalog and photographs).