Narrative:

At an altitude of approximately 8000 ft; after being instructed by approach control (ATC) to slow to 210 knots; we were then instructed to descend to 3000 ft MSL. At this point; I asked first officer for 'flaps 1.' after moving the flap handle to the '1' position; the flaps did not respond; but stayed up. First officer then brought the flap handle back up; and I told him to try it again; which he did; with the same result. As we were about to descend through 6000 ft; when it became apparent that the flaps were not responding properly; we told ATC that we needed to level off at 6000 ft and to continue on our present heading (185 degrees) to work out an issue we were having. ATC then told us to level off at 6000 ft; and to continue on our present heading. For the next few minutes; while we reviewed the appropriate emergency procedures/checklists; we flew a box pattern as instructed by ATC. After complying with the QRH for the 'trailing edge flaps up landing;' and requesting the fire department be notified; we conducted an uneventful ILS approach and leading edge devices extended/trailing edge flaps up landing. As a precaution; due to the higher airspeed upon touchdown; we had the crash fire rescue crew check out our brake temperatures before pulling into the gate.although we ended up at the same place after completing the 'trailing edge flaps up landing checklist;' (QRH); (i.e.; performing an alternate flaps extension; to get the leading edge devices out); with the benefit of hindsight; the more correct sequence would have been to run the 'trailing edge flap disagree checklist;' first; which would have subsequently led us to the checklist we ultimately wound up using; the 'trailing edge flaps up landing checklist;' when the trailing edge flaps failed to deploy upon reaching the alternate flap extension portion of the 'trailing edge flap disagree checklist.'

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Original NASA ASRS Text

Title: B737 flight crew reported difficulty locating the correct QRH procedure when the flaps would not extend during arrival. The correct QRH procedure was ultimately used resulting in the leading edge slats extended and flaps up for landing.

Narrative: At an altitude of approximately 8000 ft; after being instructed by Approach Control (ATC) to slow to 210 knots; we were then instructed to descend to 3000 ft MSL. At this point; I asked FO for 'flaps 1.' After moving the flap handle to the '1' position; the flaps did not respond; but stayed up. FO then brought the flap handle back up; and I told him to try it again; which he did; with the same result. As we were about to descend through 6000 ft; when it became apparent that the flaps were not responding properly; we told ATC that we needed to level off at 6000 ft and to continue on our present heading (185 degrees) to work out an issue we were having. ATC then told us to level off at 6000 ft; and to continue on our present heading. For the next few minutes; while we reviewed the appropriate emergency procedures/checklists; we flew a box pattern as instructed by ATC. After complying with the QRH for the 'Trailing Edge Flaps Up Landing;' and requesting the Fire Department be notified; we conducted an uneventful ILS approach and leading edge devices extended/trailing edge flaps up landing. As a precaution; due to the higher airspeed upon touchdown; we had the Crash Fire Rescue Crew check out our brake temperatures before pulling into the Gate.Although we ended up at the same place after completing the 'Trailing Edge Flaps Up Landing Checklist;' (QRH); (i.e.; performing an Alternate Flaps Extension; to get the Leading Edge Devices out); with the benefit of hindsight; the more correct sequence would have been to run the 'Trailing Edge Flap Disagree Checklist;' first; which would have subsequently led us to the checklist we ultimately wound up using; the 'Trailing Edge Flaps Up Landing Checklist;' when the trailing edge flaps failed to deploy upon reaching the Alternate Flap Extension portion of the 'Trailing Edge Flap Disagree Checklist.'

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.