Narrative:

During configuration of aircraft for approach, it was discovered we had a split (asymetrical) flap condition. Left flap indicating up and the right flap indicator at 1 degree. With assistance from pit approach control for extra time and vectors to complete the abnormal checklist, we were then vectored for a visual approach to the longest runway. Flight attendant's were briefed upon completion of the abnormal checklist and were advised of the higher than normal approach speed (vref + 40). Complying with company policy for a flight control problem, we declared an emergency with approach control advising them of fuel and passengers on board. Approach and landing was made with 'crash equipment' on standby. We cleared the runway and brought the aircraft to a stop waiting for the 'truck' to complete a visual walkaround. I was not aware that these trucks are equipped with infrared (heat) monitors. Very impressive!! We were advised that a tire assembly was warm with minor smoke. 'Truck' assisted us to the gate after 'after landing' checklist complete and flight attendant's advised of situation. One comment regarding control. It was bank time for pit and busy to say the least. We asked for a extended final and got turned in tight, twice. We had not confirmed with him we were ready until the 2ND approach began and appeared it was difficult to work us in, even though we had emergency authority. Callback conversation with reporter revealed the following information: reporter advised type aircraft as B737-500. Maintenance later advised that split flap problem was attributed to a faulty gauge. Reporter's other problem was ATC. He advised that he would need to be positioned where he could take the approximately 10 min checklist function. During the first vector final, the flight crew had asked for an extended downwind, but was vectored for a short turn in, requiring the go around.the second time, the flight crew received three frequency changes, two altitude changes and two reduced speed changes. The reporter adivised that these additional distraction's added to, and caused significant cockpit workload.

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Original NASA ASRS Text

Title: ACR FLC DECLARES EMER WITH SPLIT FLAP PROB'S , BUT EXECUTES A GAR DUE TO CTLR TECHNIQUE AND VECTORING.

Narrative: DURING CONFIGURATION OF ACFT FOR APCH, IT WAS DISCOVERED WE HAD A SPLIT (ASYMETRICAL) FLAP CONDITION. L FLAP INDICATING UP AND THE R FLAP INDICATOR AT 1 DEG. WITH ASSISTANCE FROM PIT APCH CTL FOR EXTRA TIME AND VECTORS TO COMPLETE THE ABNORMAL CHKLIST, WE WERE THEN VECTORED FOR A VISUAL APCH TO THE LONGEST RWY. FA'S WERE BRIEFED UPON COMPLETION OF THE ABNORMAL CHKLIST AND WERE ADVISED OF THE HIGHER THAN NORMAL APCH SPEED (VREF + 40). COMPLYING WITH COMPANY POLICY FOR A FLT CTL PROB, WE DECLARED AN EMER WITH APCH CTL ADVISING THEM OF FUEL AND PAXS ON BOARD. APCH AND LNDG WAS MADE WITH 'CRASH EQUIP' ON STANDBY. WE CLRED THE RWY AND BROUGHT THE ACFT TO A STOP WAITING FOR THE 'TRUCK' TO COMPLETE A VISUAL WALKAROUND. I WAS NOT AWARE THAT THESE TRUCKS ARE EQUIPPED WITH INFRARED (HEAT) MONITORS. VERY IMPRESSIVE!! WE WERE ADVISED THAT A TIRE ASSEMBLY WAS WARM WITH MINOR SMOKE. 'TRUCK' ASSISTED US TO THE GATE AFTER 'AFTER LNDG' CHKLIST COMPLETE AND FA'S ADVISED OF SIT. ONE COMMENT REGARDING CTL. IT WAS BANK TIME FOR PIT AND BUSY TO SAY THE LEAST. WE ASKED FOR A EXTENDED FINAL AND GOT TURNED IN TIGHT, TWICE. WE HAD NOT CONFIRMED WITH HIM WE WERE READY UNTIL THE 2ND APCH BEGAN AND APPEARED IT WAS DIFFICULT TO WORK US IN, EVEN THOUGH WE HAD EMER AUTHORITY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR ADVISED TYPE ACFT AS B737-500. MAINT LATER ADVISED THAT SPLIT FLAP PROB WAS ATTRIBUTED TO A FAULTY GAUGE. RPTR'S OTHER PROB WAS ATC. HE ADVISED THAT HE WOULD NEED TO BE POSITIONED WHERE HE COULD TAKE THE APPROX 10 MIN CHKLIST FUNCTION. DURING THE FIRST VECTOR FINAL, THE FLC HAD ASKED FOR AN EXTENDED DOWNWIND, BUT WAS VECTORED FOR A SHORT TURN IN, REQUIRING THE GAR.THE SECOND TIME, THE FLC RECEIVED THREE FREQ CHANGES, TWO ALT CHANGES AND TWO REDUCED SPEED CHANGES. THE RPTR ADIVISED THAT THESE ADDITIONAL DISTR'S ADDED TO, AND CAUSED SIGNIFICANT COCKPIT WORKLOAD.

Data retrieved from NASA's ASRS site as of July 2007 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.