Date: 201203
Local time of day: 1801-2400
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Night
Aircraft: B737-700
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B SFO
ATC / advisory: Tower SFO
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Human factors: Human-Machine Interface
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew Executed Go Around / Missed Approach; General Maintenance Action
Contributing factors: Aircraft; Human Factors
Primary problem: Aircraft

Narrative: During configuration to land at SFO on the FMS QB 28R; we were distracted with visual point out of another carrier's flight landing on 28L approximately 5 NM at our 10 o'clock position. We saw the other carrier as I was calling for flap changes and gear inside of ARCHI around 15 NM between 6;000 FT and 2;000 FT. I did not verify the flaps were moving on the indicator until 2;000 FT cleared to land by SFO Tower. I noticed they were indicating up with a slight split while the handle was at flaps 30. I executed a go-around; we ran the checklist for no flap less than 1; and used alternate leading edge extension which worked as advertised. Captain landed on 28R uneventful at gross weight of 113; at 167 Ref; autobrakes 2 used until <80 KTS. All paperwork filed with company.Flaps did not program from up position when handle was moved from up detent. Slight split showing on flap indicator between zero and flap position 1. I should have verified each flap setting as I called for it. Maintain aircraft control first. I will do diligence in the future. Although we were distracted by ATC and a flight that was being vectored in close proximity for a visual to 28L; that is no excuse.


Second narrative: Approaching SFO from the northeast; we encountered strong tailwind components below 10;000 FT after cleared for a charted visual approach to Runway 28R. I was the pilot not flying and selected flaps 5 at the First Officer's request when ATC advised us of traffic joining the 28L final from the southeast at approximately ten o'clock and 5 NM. At this point; both pilots became distracted and failed to monitor proper flap operation; as the First Officer called for landing gear and additional flaps to counter the tailwind and avoid overtaking traffic observed while making s-turns. Unaware flaps had failed to extend and the flap indicator showed a split on the needles just off the UP position; we inadvertently operated below normal clean maneuvering speed. However; I do not believe the First Officer ever slowed below the amber minimum maneuvering arc; nor did we get a stick shaker or an aural Airspeed or Flap Warning. We had been cleared to land and were descending on the Localizer inside the bridge when the First Officer detected the flap malfunction and immediately initiated a go-around. We accomplished the Flaps; Trailing Edge: Asymmetrical Checklist and were advised by Dispatch to land at SFO when able. After confirming adequate stopping margin and brake energy; we extended the LE flaps using the alternate method and lowered the landing gear to burn off additional fuel. I advised the flight attendants and passengers; and then accomplished a Captain flown approach and landing on Runway 28R using flaps less than 1; LEDs full extend; and target speed of 167 KTS. Landing was uneventful and no special cooling procedures were necessary; but as a precaution; I requested visual inspection of our brakes and tires from the fire rescue unit before proceeding to the gate. Upon arrival; I conferred with Dispatch/Maintenance and made an entry in the aircraft logbook.The pilot not flying is the first line of defense in recognizing system abnormalities and monitoring the [flying pilot's] performance during high workloads. I failed in this capacity by diverting my attention outside the aircraft while selecting flaps. I should have kept my hand on the flap handle; as I normally do; as a reminder to complete that task as I responded to ATC and looked for traffic. We should also monitor PFD airspeed tape for proper programming of flap maneuvering speeds and limit arcs during flap movement.


Synopsis: B737-700 flight crew reports being distracted by traffic approaching a parallel runway and not noticing that the flaps are jammed although the flap handle had been selected to 30 degrees. A go-around was initiated and QRH procedures complied with; resulting in a zero flap and full leading edge device landing.