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.

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Original NASA ASRS Text

Title: 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.

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.

Data retrieved from NASA's ASRS site 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.