B737 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 276; Flight Crew Type 14500
Aircraft Equipment Problem Less Severe
Flight Crew Landed in Emergency Condition; General Maintenance Action
Aircraft
Flap gauge indicated split flap condition while configuring for landing. Autopilot engaged on vectors to final; 120 knots; I called for flaps 1. I noted a significant split in the flap position gauge pointers: left pointer at '1' and right pointer about half way between '1' and 'up.' After concurring on the condition; First Officer and I coordinated with Approach Control to hold while we worked the problem. We ran the Quick Reference Handbook (QRH) Checklist; 'Trailing Edge Flap Asymmetry' and determined the condition would likely require a non-normal flap configuration and landing. We were tankering 8;600 pounds of fuel; QRH called for reducing fuel load to minimize approach speed and braking requirements. We coordinated with Ops for a dedicated Dispatch phone patch. We asked for a Maintenance Rep and Chief Pilot. I gave flying duties to the First Officer (Pilot Monitoring) and worked with Maintenance; the Chief Pilot; and Dispatcher on problem analysis and course of action. We were in agreement: reduce fuel load; and fly a non-normal flap configuration approach. I briefed my Flight Attendant Crew on the problem and briefed the Passengers. (I updated Passengers regularly as we worked the problem; and prior to beginning approach.) We relayed our intent to Approach and coordinated landing on the longest available runway. Final configuration was to be Trailing Edge Flaps up; and Leading Edge Devices extended. As a Brake Cooling advisory was annunciated; and an estimated 5400 feet of runway would remain with minimum braking; we elected to leave autobrakes off; and apply wheel brakes manually. We completed QRH configuration procedures; arriving at a Leading Edge Device Full Extend condition. We re-ran performance numbers; coordinated a rejected landing plan; and set up for the approach. The approach was Captain flown; autopilot off; without incident. Touchdown occurred approximately 1500 feet beyond runway threshold. Autospeed brake deployment was normal. Reverse thrust was employed until 60 knots; when wheel braking was commenced. Emergency response vehicles were debriefed and released by radio. We proceeded to the gate without further incident. Maintenance personnel were debriefed; and logbook discrepancy completed. Dispatch and Chief Pilot were debriefed.We were fortunate:  Tankering extra fuel; weather was CAVU; 16;000 foot long dry runway available; dedicated phone patch with Dispatch; Chief Pilot and Maintenance; and an excellent Boeing checklist.  Both Pilots were experienced.  Recent training reinforced non-normal procedure handling; including VVMI; Challenge-Response-Response and QRH methodology.  Nothing was rushed; or missed. We had complete confidence in our ability to successfully fly the aircraft to a safe landing; although neither of us had previously experienced a 'Flaps Up' condition on the line.  Although flare and touchdown were notably different than normal; handling requirements were well within the capabilities of B-737 rated Pilots.  The new Boeing checklist was also clear and concise; a notable improvement over the previous QRH for this non-normal condition.
B737 Captain reported a normal zero-flap landing after noting a split flap condition in the trailing edge flaps.