B737-700
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 208; Flight Crew Type 208
Situational Awareness
Aircraft Equipment Problem Less Severe
Aircraft Equipment Problem Dissipated; Flight Crew FLC Overrode Automation
Aircraft; Human Factors
We had a LE flap configuration alert earlier in flight indicating that the left LE slat Number 4 was out of position. We did the QRH procedure and got the light to stay out. Throughout the flight; the overhead annunciator was flickering; but not enough to illuminate the LE flap annunciator. This led us to believe this was a position switch problem; not an actual flap position problem. Note: We had no rolling indication while trouble shooting; and had Flight Attendant visually check position of slat. On short final (approximately 100 feet); the stick shaker engaged and the red stall bars moved to within 5 - 10 knots of each other. Our speed was right on and aircraft controllability was normal so I landed despite the shaker; a safer action than going around in my opinion. The shaker was momentary and stopped before we landed. If the LE flap position indicator is not working; this will happen. A brief of the possibility would prevent the surprise.
Shortly after level flight at FL370; the LE Flap Transit light illuminated with a left wing Number 4 slat amber indication on the overhead panel. The light blinked on and off a few times before staying lit. We opened up the QRH and went through the items; which included descending to FL200 to recycle the flaps. As we coordinated with Center for a descent; we also coordinated with Dispatch and Maintenance. After descending and recycling the flaps; the light went out and we finished the checklist in the QRH; which allowed us to continue as normal. When descending on the arrival into Denver; we were cleared for the RNP Z 34R. We noticed the light flicker once more; but then extinguished. We configured for a normal 30 flap landing with all green lights associated with the flaps. As we continued on the approach with the runway in sight at approximately 500 feet the light illuminated again and stayed on. Due to the stall logic being reset; the min speed increased above our approach speed which caused the stick shaker to activate. I called out the amber light to the PF; but upon stick shaker; I directed a go-around. The PF disconnected the autopilot; increased power; and flew out of the stick shaker. As he began to continue on the approach; I emphasized again we needed to go-around. By this point we were less than 200 feet AGL. The PF stated; 'we are not going around; we are landing.' He felt it was safer to land than stay in the air with a flap malfunction. Because we were approaching the threshold; the plane was flying with no problems and the light had again extinguished. I felt it was safer to let him touch down than try to intervene for a go-around.I feel that when a go-around is called by either crew member or jumpseater; regardless of personal opinions of its necessity; the PF must go around. Neither fuel nor weather were issues and it ensures everyone is on the same page before continuing the landing.
B737-700 flight crew experiences an LE Flap Transit light at FL370 and complies with QRH procedures to extinguish the light. During approach; at low altitude; the light comes on again and stick shaker activated. The First Officer calls for a go-around; but the Captain elects to add power and land.