A B737 captain landed safely at sjc after the flaps became stuck during approach.

Attributes
ACN	622321
Time
Date	200307
Day	Fri
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : sjc.airport
State Reference	CA
Altitude	agl single value : 1000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : sjc.tower tower : iad.tower
Operator	common carrier : air carrier
Make Model Name	B737 Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	descent : intermediate altitude descent : approach
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp
Experience	flight time last 90 days : 108 flight time total : 17000 flight time type : 2600
ASRS Report	622321
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : less severe
Independent Detector	aircraft equipment other aircraft equipment : flap position indicator other flight crewa
Resolutory Action	flight crew : landed as precaution other
Supplementary
Problem Areas	Aircraft Flight Crew Human Performance
Primary Problem	Aircraft

Narrative:

A flap 30 degree landing was briefed for runway 30L. ATC asked us to maintain 180 KTS to a 5 mi final. We were configured with flaps 5 degrees, gear down, approaching 5 DME. (Gear was extended early to help with the descent.) I called for flaps 15 degrees, landing check at about 5.5 DME and began to slow. Flaps 25 degrees was called for as the speed slowed. At about 900-1000 ft, I called for flaps 30 degrees after noting that the airspeed was now 168 KTS. The first officer confirmed that we were below maximum for flaps 30 degrees. The first officer selected flaps 30 degrees and informed me that flaps 25 degrees was still indicated. I elected to continue with the landing and asked the first officer to add 5 KTS to the bug. We did get a GPWS 'flaps, too low, flaps.' however, after confirming that flaps 25 degrees was still showing, I indicated to the first officer to go ahead and use the 'flap inhibit' switch. The landing was accomplished without further incident. I felt that the landing could be made safely as we were on glide path, to a long, dry runway. We were also stable and configured with what I felt was a good airspeed. I was unsure about raising the flaps for a go around as every indication was that they were stuck. The aircraft was handling well. As a result, I made the decision to stick with what we had and land.

Original NASA ASRS Text

Title: A B737 CAPT LANDED SAFELY AT SJC AFTER THE FLAPS BECAME STUCK DURING APCH.

Narrative: A FLAP 30 DEG LNDG WAS BRIEFED FOR RWY 30L. ATC ASKED US TO MAINTAIN 180 KTS TO A 5 MI FINAL. WE WERE CONFIGURED WITH FLAPS 5 DEGS, GEAR DOWN, APCHING 5 DME. (GEAR WAS EXTENDED EARLY TO HELP WITH THE DSCNT.) I CALLED FOR FLAPS 15 DEGS, LNDG CHK AT ABOUT 5.5 DME AND BEGAN TO SLOW. FLAPS 25 DEGS WAS CALLED FOR AS THE SPD SLOWED. AT ABOUT 900-1000 FT, I CALLED FOR FLAPS 30 DEGS AFTER NOTING THAT THE AIRSPD WAS NOW 168 KTS. THE FO CONFIRMED THAT WE WERE BELOW MAX FOR FLAPS 30 DEGS. THE FO SELECTED FLAPS 30 DEGS AND INFORMED ME THAT FLAPS 25 DEGS WAS STILL INDICATED. I ELECTED TO CONTINUE WITH THE LNDG AND ASKED THE FO TO ADD 5 KTS TO THE BUG. WE DID GET A GPWS 'FLAPS, TOO LOW, FLAPS.' HOWEVER, AFTER CONFIRMING THAT FLAPS 25 DEGS WAS STILL SHOWING, I INDICATED TO THE FO TO GO AHEAD AND USE THE 'FLAP INHIBIT' SWITCH. THE LNDG WAS ACCOMPLISHED WITHOUT FURTHER INCIDENT. I FELT THAT THE LNDG COULD BE MADE SAFELY AS WE WERE ON GLIDE PATH, TO A LONG, DRY RWY. WE WERE ALSO STABLE AND CONFIGURED WITH WHAT I FELT WAS A GOOD AIRSPD. I WAS UNSURE ABOUT RAISING THE FLAPS FOR A GAR AS EVERY INDICATION WAS THAT THEY WERE STUCK. THE ACFT WAS HANDLING WELL. AS A RESULT, I MADE THE DECISION TO STICK WITH WHAT WE HAD AND LAND.

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.