Narrative:

During descent and preparing for a visual approach we received a le transit light after we selected flaps to 1. We also noticed a significant asymmetric condition as well on the flap indicator gauge. We quickly checked the overhead panel and saw that the le devices were all in the correct position for flaps 1. We were now at 3;000 feet getting ready to turn final for the visual and we had 6;200 pounds of fuel on board. Before turning final I told the first officer; who was the pilot flying; 'we're unable to land here.' I immediately declared an emergency and requested a turn toward [a larger airport].I pulled out the QRH and started to follow the procedures for le transit light. The flaps were completely frozen somewhere between 0 and 1 degrees and they were split. I asked my first officer if she felt any adverse roll or unusual flight handling and she said; 'no.' she said it felt normal. I followed the QRH procedures long enough to ascertain that the flaps were not going to move at all. We did not need to burn any more fuel; and the weather was clear with a 7 KT wind out of the south. We maintained above minimum maneuvering speed until established on final and flew 'angle of attack' (3 o'clock position) on the aoa indicator to 19L - 11;500 ft of runway. We touched down at 190 KTS within the first 1;000 ft and used then entire length of the runway to decelerate. We were inspected by the arff crew and told that our brake temperatures were 212 degrees and 165 degrees for the left and right brakes. I did not set the brakes initially as I know they were just beginning to heat up.after the arff inspected our aircraft; they gave us the appropriate hand signals that all was well/clear and with a verbal confirmation as well and we began to taxi toward our gate. I did not feel comfortable taxiing into a congested terminal area with the brakes heating up; so I elected to go to a remote area and wait. I requested arff to come back out and to re-inspect me and to again check my brakes for high temperatures. The arff quickly arrived and informed me that the two fuse plugs on the left main had blown.

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Original NASA ASRS Text

Title: B737-800 flight crew experiences a leading edge flap asymmetry during approach when the flaps are selected to 1. Flight declares an emergency and diverts to a nearby airport with a longer runway. Flight lands with LE flaps at 1 and TE flaps up at 190 KTS; resulting in fuse plugs deflating two main tires some time after landing.

Narrative: During descent and preparing for a Visual Approach we received a LE Transit light after we selected flaps to 1. We also noticed a significant asymmetric condition as well on the flap indicator gauge. We quickly checked the overhead panel and saw that the LE Devices were all in the correct position for flaps 1. We were now at 3;000 feet getting ready to turn final for the visual and we had 6;200 LBS of fuel on board. Before turning final I told the First Officer; who was the pilot flying; 'We're unable to land here.' I immediately declared an emergency and requested a turn toward [a larger airport].I pulled out the QRH and started to follow the procedures for LE Transit Light. The flaps were completely frozen somewhere between 0 and 1 degrees and they were split. I asked my First Officer if she felt any adverse roll or unusual flight handling and she said; 'No.' She said it felt normal. I followed the QRH procedures long enough to ascertain that the flaps were not going to move at all. We did not need to burn any more fuel; and the weather was clear with a 7 KT wind out of the south. We maintained above minimum maneuvering speed until established on final and flew 'angle of attack' (3 o'clock position) on the AOA indicator to 19L - 11;500 FT of runway. We touched down at 190 KTS within the first 1;000 FT and used then entire length of the runway to decelerate. We were inspected by the ARFF crew and told that our brake temperatures were 212 degrees and 165 degrees for the left and right brakes. I did not set the brakes initially as I know they were just beginning to heat up.After the ARFF inspected our aircraft; they gave us the appropriate hand signals that all was well/clear and with a verbal confirmation as well and we began to taxi toward our gate. I did not feel comfortable taxiing into a congested terminal area with the brakes heating up; so I elected to go to a remote area and wait. I requested ARFF to come back out and to re-inspect me and to again check my brakes for high temperatures. The ARFF quickly arrived and informed me that the two fuse plugs on the left main had blown.

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.