B737 Next Generation Undifferentiated
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 325
Time Pressure; Training / Qualification
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Landed in Emergency Condition; General Maintenance Action
Manuals; Aircraft
At an altitude of approximately 8000 ft; after being instructed by Approach Control (ATC) to slow to 210 knots; we were then instructed to descend to 3000 ft MSL. At this point; I asked FO for 'flaps 1.' After moving the flap handle to the '1' position; the flaps did not respond; but stayed up. FO then brought the flap handle back up; and I told him to try it again; which he did; with the same result. As we were about to descend through 6000 ft; when it became apparent that the flaps were not responding properly; we told ATC that we needed to level off at 6000 ft and to continue on our present heading (185 degrees) to work out an issue we were having. ATC then told us to level off at 6000 ft; and to continue on our present heading. For the next few minutes; while we reviewed the appropriate emergency procedures/checklists; we flew a box pattern as instructed by ATC. After complying with the QRH for the 'Trailing Edge Flaps Up Landing;' and requesting the Fire Department be notified; we conducted an uneventful ILS approach and leading edge devices extended/trailing edge flaps up landing. As a precaution; due to the higher airspeed upon touchdown; we had the Crash Fire Rescue Crew check out our brake temperatures before pulling into the Gate.Although we ended up at the same place after completing the 'Trailing Edge Flaps Up Landing Checklist;' (QRH); (i.e.; performing an Alternate Flaps Extension; to get the Leading Edge Devices out); with the benefit of hindsight; the more correct sequence would have been to run the 'Trailing Edge Flap Disagree Checklist;' first; which would have subsequently led us to the checklist we ultimately wound up using; the 'Trailing Edge Flaps Up Landing Checklist;' when the trailing edge flaps failed to deploy upon reaching the Alternate Flap Extension portion of the 'Trailing Edge Flap Disagree Checklist.'
We had a normal preflight. We then pushed back and I did notice that the flap indicator was at zero but it looked like the gauge was slightly less than zero a by a few millimeters. We set flaps 5 for takeoff. The indicator was normal at five degrees minus a few millimeters and I mentioned it to the Captain that maybe the flap indicator gauge was slightly turned; as I have noticed numerous times before on engine gauges. We departed with no issues and when we got down to destination on downwind the Captain asked me to extend flaps to 1 with no extension noted. I tried that twice and then he asked me to try flaps 5 with the same result. We were descending through 6000 and asked ATC for a level off and extended vectors. We looked for the checklist for 'Flaps Won't Extend' and there was none. We referred to 'All Flaps Up Landing' initially to get guidance on using the alternate flap extension system. Due to further lack of guidance we went to the Loss of Hydraulic System B Checklist. That gave us some guidance on extending flaps using the alternate flap extension system. During this time we requested Fire Trucks upon landing and the Captain notified the Passengers and FAs. We then attempted to extend the flaps with the alternate flap switch. We slowed down and I then I extended the LE flaps to full extend. The TE flaps didn't move so we went to the Trailing Edge Flaps Up Landing Checklist. We landed at 166 knots with the Fire Trucks following us. No smoke was seen from the brakes and tires according to Crash Fire Rescue Crew. Then we proceeded to the gate. Maintenance came out they could not extend the trailing edge flaps either. In the future if ALL the flaps don't extend; I will go to the Trailing Edge Flap Disagree Checklist. The checklist maybe should have also read 'all flaps won't extend'. We were getting concerned with fuel also and the ceiling was down to 200. So that might be another reason why we went past the Trailing Flaps Disagree Checklist.
B737 flight crew reported difficulty locating the correct QRH procedure when the flaps would not extend during arrival. The correct QRH procedure was ultimately used resulting in the leading edge slats extended and flaps up for landing.