B737 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 156; Flight Crew Type 4514
Troubleshooting; Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
General Maintenance Action
Human Factors; Aircraft
During approach to landing at about 1;300 AGL the CA called for flaps 30 from the current position of 25. The CA noticed that the handle was in the 30 position and the trailing edge flap indicator was still indicating 25.We both verified that the flap handle was in the 30 position so I moved it to 25 then back to 30. When the indicator still did not move I momentarily placed the handle to 40 and then back to 30 and there was no indicator movement. The indicator did not move and we believed the indicator was stuck. Both L and R flap indicator needles were completely matched so it did not present an obvious flap asymmetry situation.The leading edge indicators were all green and pitch for target speed was normal. At approximately 300 feet AGL; the CA asked if I was comfortable to continue and I replied; 'absolutely' as I was concerned about a go-around with the potential inability to retract the flaps while we were stabilized for landing with flaps extended to at least 25 with an appropriate runway directly in front of us. The too low flap aural warning then activated so I deactivated it. The CA landed the aircraft normally. At no time did we believe we were in any undesired state.After landing I regret completing the after landing flow and moving the flap indicator back to zero out of habit. As soon as I moved the flap handle we both immediately realized the desire to leave the flaps extended for maintenance. When I moved the flap handle back to 30 the flaps indicators displayed 30. I feel it was far safer to make the normal landing then to go around with an indicted flight control problem so I completely support the CA's decision to land.
On landing at 1;300 feet I called for flaps 30. Upon completing the landing checklist for flaps; I said check the flaps to 30. The handle was in 30 and the trailing edge was indicating 25. The FO put the flap handle to 25 then back to 30. The indicator did not move and we believed the indicator was stuck. The leading edge indicators were all green and pitch for target speed was normal and there was no asymmetry. The approach was stabilized the entire time. There were no indications out of normal. At approximately 300 feet AGL; I asked if he was ok to continue and he replied; 'absolutely.' A normal landing and normal turn off followed.At no time did we believe we were in any undesired state. The too low flap activated at about 300 feet as the FO deactivated it. This was no surprise as the flap gauge indicated 25 with the handle at 30. I feel it was far safer to make the normal landing then to go around. Again all indications normal in the green; normal ref; and a normal deck angle.I am convinced we did the most conservative and safest course of action. A go around and subsequent flap change would have possibly put us in a bad position if the flaps were faulty. I landed in the touchdown zone normally and easily made the planned turn off with light breaking. This is one of the few situations where a go around would be far more dangerous due to the flaps nearly in landing position and a go around would have made us retract them from a safe landing configuration. The checklist directs a normal landing using existing flaps. I asked for a mechanic to meet the aircraft at the gate. The flaps were indicating normal after landing and went all the way to 30.
B737 flight crew notes flaps at 25 degrees during the landing check with the flap handle set to 30. The First Officer moves the flap handle to 25 then back to 30 with no change; then 40 and back to 30 with no change. The Captain elects to land in the current configuration.