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B737 flight crew reported trailing edge flap malfunction during approach to landing.
| Attributes | |
| ACN | 1616249 |
| Time | |
| Date | 201902 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | DEN.Airport |
| State Reference | CO |
| Environment | |
| Flight Conditions | IMC |
| Aircraft 1 | |
| Make Model Name | B737 Undifferentiated or Other Model |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Flap Control (Trailing & Leading Edge) |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Multiengine Flight Crew Instrument |
| Experience | Flight Crew Last 90 Days 181 Flight Crew Total 12000 Flight Crew Type 5641 |
| Person 2 | |
| Function | Pilot Not Flying First Officer |
| Qualification | Flight Crew Air Transport Pilot (ATP) Flight Crew Instrument Flight Crew Multiengine |
| Experience | Flight Crew Last 90 Days 195 Flight Crew Total 16000 Flight Crew Type 5000 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe Inflight Event / Encounter Weather / Turbulence |
Narrative:
I was the pilot flying and we briefed for a ILS catiii auto-land for runway 35L. The weather was wind 030/12 1/4SM -sn ovc 200' -8 degrees altimeter 29.64. Just prior to dymon the flaps were selected to 30 final setting. We were dispatched alternate go-around flaps 5 configuration. With the flap lever in the 30 detent; the gauge stopped between flaps 15 and 25 with a half a needle split. I elected to abandon the approach and fly a missed approach; which eventually put us on top of the cloud layer and out of icing at 10;000 feet. Once we were established above the cloud deck we split the flight deck and I continued to fly and talk on the radios and my first officer ran the checklist. There is a condition note at the top that refers to the needle split on the indicator. We discussed the difference between the two and continued. We had a 1/2 needle split with the flaps and proceeded with the flaps - trailing edge flap disagree checklist. During the running of the checklist it was determined that den was no longer an option with the visibility down to 1/8 mile.I [advised ATC] and stated we wanted to go to our alternate ZZZ where the weather was VFR. We had 12.1 fuel. Dispatch was notified of our [situation] via ACARS. Flight attendants and passengers were informed of our situation and the diversion plan. With the flaps stuck where they were; we flew at 170 knots for the rest of the flight and this was our final speed due to the winds in ZZZ. The checklist was completed and landing performance data was confirmed using the QRH. Enroute to ZZZ the flap indicator showed no needle split anymore but they were still stuck in between 15 and 25. On approach into ZZZ we encountered moderate chop and gusty winds. We landed in ZZZ and waited for the station to clear a jetway for us. The passengers were given alternate transportation to den and we secured the aircraft after completing our conversation with maintenance.
Original NASA ASRS Text
Title: B737 flight crew reported trailing edge flap malfunction during approach to landing.
Narrative: I was the pilot flying and we briefed for a ILS CATIII auto-land for Runway 35L. The weather was wind 030/12 1/4SM -SN OVC 200' -8 degrees altimeter 29.64. Just prior to DYMON the flaps were selected to 30 final setting. We were dispatched alternate go-around flaps 5 configuration. With the flap lever in the 30 detent; the gauge stopped between flaps 15 and 25 with a half a needle split. I elected to abandon the approach and fly a missed approach; which eventually put us on top of the cloud layer and out of icing at 10;000 feet. Once we were established above the cloud deck we split the flight deck and I continued to fly and talk on the radios and my First Officer ran the checklist. There is a condition note at the top that refers to the needle split on the indicator. We discussed the difference between the two and continued. We had a 1/2 needle split with the flaps and proceeded with the FLAPS - TRAILING EDGE FLAP DISAGREE checklist. During the running of the checklist it was determined that DEN was no longer an option with the visibility down to 1/8 mile.I [advised ATC] and stated we wanted to go to our alternate ZZZ where the weather was VFR. We had 12.1 fuel. Dispatch was notified of our [situation] via ACARS. Flight attendants and passengers were informed of our situation and the diversion plan. With the flaps stuck where they were; we flew at 170 knots for the rest of the flight and this was our final speed due to the winds in ZZZ. The checklist was completed and landing performance data was confirmed using the QRH. Enroute to ZZZ the flap indicator showed no needle split anymore but they were still stuck in between 15 and 25. On approach into ZZZ we encountered moderate chop and gusty winds. We landed in ZZZ and waited for the station to clear a jetway for us. The passengers were given alternate transportation to DEN and we secured the aircraft after completing our conversation with Maintenance.
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.