Narrative:

This was the first leg of day one of a three-day [trip]. The aircraft had a flap history in the logbook and the captain and I had noted that prior to our departure. We also noted that it had a check flight as well. We tookoff with no problem and noted that the flaps were in the takeoff position on the flap gauge when we ran the checklist. We climbed to altitude without a problem. I did notice the flap indicator showed a slight split and did mention it to the captain. Now inbound to our destination; and on the arrival; the runway we were planning on was changed. We got our charts out and loaded up the box for that approach and runway and the captain briefed it. This happened in a fairly short amount of time. The captain asked for flaps and landing gear down. I was focusing on the approach and stated we were looking a little high and not slowing. The captain disconnected the autopilot and shallowed the descent and asked for more flaps when we got an aural warning of 'too low flaps'. The captain immediately added power and we went around. I backed him up on the go-around and noticed on the flap gauge the flaps were up. There were many vectors. ATC finally started to give us longer straight line vectors. The many radio calls that we were getting; while trying to work through the QRH were distracting. I stated to ATC we were trying to get through a checklist and we were not ready for vectors for another approach at that time. We did get longer heading vectors so we could work through the QRH and work on the problem. The captain elected to transfer control of the aircraft to me while he ran the QRH. We could not get the flaps to come down after running the QRH. We planned on a no flaps landing per the QRH and declared an emergency with ATC. We requested the longest runway. The captain ran the performance calculations and referenced the QRH for our condition of a flaps up high speed landing. The captain had notified the flight attendants and passengers of our condition and what our plan was. When the captain was through talking with the flight attendants and did a PA to the passengers; he took back control of the aircraft. I stated to ATC that we were ready for the approach. ATC vectored and cleared us for the approach. We backed up the visual approach with the ILS and were cleared to land by tower. We made the approach as briefed and the captain landed without further incident. After exiting the runway and talking with ground we made sure fire and rescue gave us the all clear to taxi to our gate and they said they would also follow us to the gate.

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Original NASA ASRS Text

Title: B737-700 flight crew report accepting an aircraft that had a history of flap problems. On the first approach the flaps failed to extend when selected; but this is not detected by the crew until the EGPWS annunciates 'to low; flaps.' A go around is initiated; QRH procedures are complied with; an emergency is declared; and a flaps up landing ensues.

Narrative: This was the first leg of day one of a three-day [trip]. The aircraft had a flap history in the logbook and the Captain and I had noted that prior to our departure. We also noted that it had a check flight as well. We tookoff with no problem and noted that the flaps were in the takeoff position on the flap gauge when we ran the checklist. We climbed to altitude without a problem. I did notice the flap indicator showed a slight split and did mention it to the Captain. Now inbound to our destination; and on the arrival; the runway we were planning on was changed. We got our charts out and loaded up the box for that approach and runway and the Captain briefed it. This happened in a fairly short amount of time. The Captain asked for flaps and landing gear down. I was focusing on the approach and stated we were looking a little high and not slowing. The Captain disconnected the autopilot and shallowed the descent and asked for more flaps when we got an aural warning of 'too low flaps'. The Captain immediately added power and we went around. I backed him up on the go-around and noticed on the flap gauge the flaps were up. There were many vectors. ATC finally started to give us longer straight line vectors. The many radio calls that we were getting; while trying to work through the QRH were distracting. I stated to ATC we were trying to get through a checklist and we were not ready for vectors for another approach at that time. We did get longer heading vectors so we could work through the QRH and work on the problem. The Captain elected to transfer control of the aircraft to me while he ran the QRH. We could not get the flaps to come down after running the QRH. We planned on a no flaps landing per the QRH and declared an emergency with ATC. We requested the longest runway. The Captain ran the performance calculations and referenced the QRH for our condition of a flaps up high speed landing. The Captain had notified the flight attendants and passengers of our condition and what our plan was. When the Captain was through talking with the Flight Attendants and did a PA to the passengers; he took back control of the aircraft. I stated to ATC that we were ready for the approach. ATC vectored and cleared us for the approach. We backed up the visual approach with the ILS and were cleared to land by Tower. We made the approach as briefed and the Captain landed without further incident. After exiting the runway and talking with Ground we made sure fire and rescue gave us the all clear to taxi to our gate and they said they would also follow us to the gate.

Data retrieved from NASA's ASRS site as of July 2013 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.