Narrative:

Enroute we heard that aircraft were diverting due to deteriorating weather at our destination. During the approach phase of the flight AWOS was reporting 1;800 RVR fzfg br VV001. The ILS requires 0.5 mile visibility and 200 ft ceiling. We initiated a hold at the VOR with VMC conditions on top at 5;300 ft. During the hold; approach reported weather as 2;400 RVR allowing us to continue on to join the approach. At or before the OM/FAF (outer marker/final approach fix) I called for flaps 15 degrees; gear down landing checks. After reaching the OM and on tower frequency they reported 2;400 RVR and freezing rain. I initiated a missed approach due to the fact that our operations specifications do not allow us to fly in those conditions. At red bug speed (flaps 0 degrees) I called for flaps up. The pilot not flying stated the flaps were not retracting. We asked for delay vectors to assess what we were encountering. At no time were we IMC to the point of accruing any ice; rime or clear. The flap lever was at 0 degree position and we agreed to place the lever in flap 15 degrees position to see if any changes would occur. To our best estimates; flaps were indication/stuck around 13 degrees. After placing the flap lever in the 15 degrees position it felt like the flaps went down to 15 degrees judging by the positive pressure on the yoke required to stay at 7;000 ft. We then select flaps 0 degrees. To our amazement the flaps retracted to 0 degrees. I headed towards the VOR to hold again to wait for the weather to improve. While enroute to the VOR we decided to extend and retract the flaps to see what would happen. They lowered to 30 degrees with no problems and when we retracted them they stopped around 14 degrees again. So; with the flap lever in the 0 degrees position we asked for direct our alternate and a climb. During the climb the flaps retracted thus un-jamming from the approximate 14 degrees position. This was felt in the yoke due to a change in pressure. At some point during all of this the pilot not flying conducted the appropriate checklists for the failure of flaps and declared an emergency. The pilot not flying also calculated the landing speeds for a no flaps landing. We set vref at 120 IAS and I flew a visual approach. We landed safely and taxied to the ramp.while we did check the flaps to assess what we would have if we had to land in severe icing conditions at our planned destination with a compromised runway; we were fairly certain that we did not have any damage. We could not be sure how long it would take for our planned destination's weather conditions to improve and if we did land there; it would require a low approach and more than likely would have icy runway conditions. This is why we decided that flying to our alternate would be the safest and best solution for our situation.some things that affected our decision were: icing conditions over or near the VOR where we would be holding; freezing rain at our planned destination which hindered a safe landing; possible icy runway; RVR conditions which were lower than minimums for the approach; and flap malfunction. We thought that the alternate had better weather conditions and would allow for an ultimately safer landing in any condition.

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Original NASA ASRS Text

Title: B737-200 First Officer reports flaps failing to retract from 15 degrees after a go around. When the flap lever is placed at 15 again then moved to up the flaps retract normally. Further trouble shooting results in the flaps sticking again in the mis position. Crew elects to divert for better weather conditions and lands safely.

Narrative: Enroute we heard that aircraft were diverting due to deteriorating weather at our destination. During the approach phase of the flight AWOS was reporting 1;800 RVR FZFG BR VV001. The ILS requires 0.5 mile visibility and 200 FT ceiling. We initiated a hold at the VOR with VMC conditions on top at 5;300 FT. During the hold; Approach reported weather as 2;400 RVR allowing us to continue on to join the approach. At or before the OM/FAF (Outer Marker/Final Approach Fix) I called for flaps 15 degrees; gear down landing checks. After reaching the OM and on Tower frequency they reported 2;400 RVR and freezing rain. I initiated a missed approach due to the fact that our operations specifications do not allow us to fly in those conditions. At red bug speed (flaps 0 degrees) I called for flaps up. The pilot not flying stated the flaps were not retracting. We asked for delay vectors to assess what we were encountering. At no time were we IMC to the point of accruing any ice; rime or clear. The flap lever was at 0 degree position and we agreed to place the lever in flap 15 degrees position to see if any changes would occur. To our best estimates; flaps were indication/stuck around 13 degrees. After placing the flap lever in the 15 degrees position it felt like the flaps went down to 15 degrees judging by the positive pressure on the yoke required to stay at 7;000 FT. We then select flaps 0 degrees. To our amazement the flaps retracted to 0 degrees. I headed towards the VOR to hold again to wait for the weather to improve. While enroute to the VOR we decided to extend and retract the flaps to see what would happen. They lowered to 30 degrees with no problems and when we retracted them they stopped around 14 degrees again. So; with the flap lever in the 0 degrees position we asked for direct our alternate and a climb. During the climb the flaps retracted thus un-jamming from the approximate 14 degrees position. This was felt in the yoke due to a change in pressure. At some point during all of this the pilot not flying conducted the appropriate checklists for the failure of flaps and declared an emergency. The pilot not flying also calculated the landing speeds for a no flaps landing. We set Vref at 120 IAS and I flew a visual approach. We landed safely and taxied to the ramp.While we did check the flaps to assess what we would have if we had to land in severe icing conditions at our planned destination with a compromised runway; we were fairly certain that we did not have any damage. We could not be sure how long it would take for our planned destination's weather conditions to improve and if we did land there; it would require a low approach and more than likely would have icy runway conditions. This is why we decided that flying to our alternate would be the safest and best solution for our situation.Some things that affected our decision were: icing conditions over or near the VOR where we would be holding; freezing rain at our planned destination which hindered a safe landing; possible icy runway; RVR conditions which were lower than minimums for the approach; and flap malfunction. We thought that the alternate had better weather conditions and would allow for an ultimately safer landing in any condition.

Data retrieved from NASA's ASRS site as of April 2012 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.