Narrative:

Flying into den with snow and clouds in the area; the captain was flying and I was the pilot monitoring. As we were descending through the weather (we were high) the captain called for flaps 5 and I put out flaps 5; we descended down to our level off altitude. Captain called for the flaps up and I put the flaps up; flaps worked normally. On final approach as we were slowing; the captain called for flaps on airspeeds. Flaps 5; landing gear down; flaps 10. The aircraft was not slowing down like we expected; just slowly slowing down.I noted that we still had over 10 NM to the field and told the captain we still had plenty of time. He called for flaps 15; and I responded and moved the flap lever to the 15 position and looked at the flap gauge and noticed that the flaps were still in the up position. I announced that the flaps were not coming out and placed the flap lever in the up position to match the flap position. Captain called for a go-around and we executed that and brought the gear up; we got a vector and I pulled out the checklist. Reading through the table of contents for flight controls; I saw 'all flaps up landing' and started that checklist.that checklist said to only do this checklist when directed to by the trailing edge flaps up landing checklist. So I went to that checklist. As I was reading the checklist the first decision tree asked if there was a flap asymmetry or not. We discussed whether or not we had an asymmetry or not. The needles were basically superimposed on top of each other but you could see both points; so it could have been asymmetric. We decided that an asymmetric condition did not exist; so we took that branch; which says only do this checklist when directed by the trailing edge flap disagree checklist; so I went to that checklist.reading through that checklist again it asks about the asymmetry condition; I read through the options of having no asymmetric condition and none of them referred to specifically flaps stuck in the up position; so we talked about the asymmetric condition again and decided that maybe it was an asymmetric condition and it said to only do this checklist when directed by the trailing edge asymmetric checklist; so I went to that checklist. Going through this checklist there is a caution! Do not try to move the trailing edge flaps because there is no asymmetry protection; which we both remembered from our training. This checklist directed us to the trailing edge flaps up landing checklist. In this checklist; in the first decision tree; it asks about the asymmetry and I think we discussed it and decided there may not be an asymmetry and it directed us to step 4; which asks about the leading edge devices; and they were not out. I tried putting the flap lever to flaps 1 to see if the leading edge devices would come out and they did not. So it directed us to the all flaps up landing checklist. We completed this checklist and checked the landing distance for the active runway 35R with braking action reported 3; 3; 3 and we had a little over 2000 feet of stopping margin with autobrakes max. We asked about 34L; which is 16;000 feet and they were in the process of clearing that runway. It was cleared fairly quickly; and running the numbers for that runway; we had a much better stopping margin and we landed on that runway; flaps up and final approach speed of 184 knots. Taxi back was uneventful.the QRH was very confusing and hard to follow. There should be a decision tree for flap problems to help analyze what the malfunction actually is which checklist to run. I felt like I was back-dooring the checklist to get to where I thought I should be; but the checklist I ended with was the one that I had started with; after being directed to several other checklists.

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Original NASA ASRS Text

Title: B737NG First Officer reported failure of the flaps to extend when selected during approach. The Trailing Edge Flaps Disagree decision tree was followed and should have led to the Alternate Flap Operation checklist but somehow this did not occur and an all flaps up landing ensued.

Narrative: Flying into DEN with snow and clouds in the area; the Captain was flying and I was the Pilot Monitoring. As we were descending through the weather (we were high) the Captain called for flaps 5 and I put out flaps 5; we descended down to our level off altitude. Captain called for the flaps up and I put the flaps up; flaps worked normally. On final approach as we were slowing; the Captain called for flaps on airspeeds. Flaps 5; landing gear down; flaps 10. The aircraft was not slowing down like we expected; just slowly slowing down.I noted that we still had over 10 NM to the field and told the Captain we still had plenty of time. He called for flaps 15; and I responded and moved the flap lever to the 15 position and looked at the flap gauge and noticed that the flaps were still in the up position. I announced that the flaps were not coming out and placed the flap lever in the up position to match the flap position. Captain called for a go-around and we executed that and brought the gear up; we got a vector and I pulled out the checklist. Reading through the table of contents for flight controls; I saw 'All Flaps Up Landing' and started that checklist.That checklist said to only do this checklist when directed to by the Trailing Edge Flaps Up Landing Checklist. So I went to that checklist. As I was reading the checklist the first decision tree asked if there was a flap asymmetry or not. We discussed whether or not we had an asymmetry or not. The needles were basically superimposed on top of each other but you could see both points; so it could have been asymmetric. We decided that an Asymmetric condition did not exist; so we took that branch; which says only do this checklist when directed by the Trailing Edge Flap Disagree Checklist; so I went to that checklist.Reading through that checklist again it asks about the asymmetry condition; I read through the options of having no asymmetric condition and none of them referred to specifically flaps stuck in the up position; so we talked about the asymmetric condition again and decided that maybe it was an asymmetric condition and it said to only do this checklist when directed by the Trailing Edge Asymmetric Checklist; so I went to that checklist. Going through this checklist there is a caution! Do not try to move the trailing edge flaps because there is no asymmetry protection; which we both remembered from our training. This checklist directed us to the Trailing Edge Flaps Up Landing checklist. In this checklist; in the first decision tree; it asks about the asymmetry and I think we discussed it and decided there may not be an asymmetry and it directed us to step 4; which asks about the leading edge devices; and they were not out. I tried putting the flap lever to flaps 1 to see if the leading edge devices would come out and they did not. So it directed us to the All Flaps Up Landing Checklist. We completed this checklist and checked the landing distance for the active Runway 35R with braking action reported 3; 3; 3 and we had a little over 2000 feet of stopping margin with autobrakes Max. We asked about 34L; which is 16;000 feet and they were in the process of clearing that runway. It was cleared fairly quickly; and running the numbers for that runway; we had a much better stopping margin and we landed on that runway; flaps up and final approach speed of 184 knots. Taxi back was uneventful.The QRH was very confusing and hard to follow. There should be a decision tree for flap problems to help analyze what the malfunction actually is which checklist to run. I felt like I was back-dooring the checklist to get to where I thought I should be; but the checklist I ended with was the one that I had started with; after being directed to several other checklists.

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.