Date: 201402
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: IMC
Weather elements / visibility: Rain
Aircraft: B737 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
ATC / advisory: TRACON ZZZ
Aircraft component: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft; Weather; Procedure
Primary problem: Aircraft

Narrative: On approach Pilot Flying (First Officer) called for flaps 5 at 210 KTS. Flaps were selected by Pilot Monitoring (Captain). Trailing edge flaps did not move. After checking trailing edge flap indicator Left and Right needle were split by approximately 1 needle width just barely out of the up position. On checking overhead panel for Leading Edge Flaps all showed in Up Position. Performed Trailing Edge Flaps Up (flaps up landing) QRH. Successfully deployed LE Flaps using alternate method. Approach speed was Vref 40 + 40 = 178 + 5 knots wind additive = 183 KTS. Declared emergency aircraft while working QRH. Briefed flight attendants on what was going on and made a PA to passengers. I did NOT have the flight attendants prepare cabin for emergency landing. I did not feel we needed to and did not want to keep getting vectored around in icing conditions to allow them to complete preparing the cabin. On our first approach to landing I took over as Pilot Flying having the First Officer finish checklist. Approach vectored an aircraft ahead of us for landing. We were approximately 4 miles in trail when the other aircraft touched down. During their landing roll out the pilot stated that braking action was poor and we were told to go around by Tower. We executed a missed approach and climbed to 9;000 FT. We were vectored into a downwind. Our fuel state had dropped to 7.1 so I told Approach that we were min fuel and needed priority handling. Visibility was varying between 1.5 miles and .5 miles; an hour prior and I was concerned with having to fly to alternate if we could not get in on our second approach. RVR was reported greater than 6;000 FT for our runway. We were told to expect an ILS approach and landing (it had just been plowed). On approximately an 8 mile final I lowered the landing gear and we landed at approximately 183 KTS. I did not expect nose up pitch to be so dramatic on touchdown because of spoiler deployment. Aircraft bounced on touchdown but was controllable. Rolled out to end of runway and told crash fire rescue that we did not need any other assistance. Taxied to the gate normally.


Second narrative: During approach; I was the flying pilot. When we tried to put the flaps from 0 to 5; we immediately encountered an asymmetrical flap problem. The Captain notified ATC and we were vectored off of the approach in order to complete the non-normal asymmetrical flap checklist. I flew the aircraft while the Captain completed the checklist. After completing the checklist; (leading edges alternately deployed; trailing edge flaps mostly up) The Captain took over the flying duties; and I became the monitoring pilot. ATC vectored us back to the ILS approach. We had to go around on this approach; due to an aircraft on the runway. ATC then vectored us around for another ILS approach. We touched down and the nose pitched up as the spoilers deployed which caused the aircraft to bounce. We then taxied to the gate.


Synopsis: B737 flight crew experiences asymmetric flaps during approach. QRH procedures are complied with resulting in full leading flaps and trailing edge flaps up approach at 183 KTS. A go-around is issued by ATC due to an aircraft on the runway but the second approach is successful.