B737 Flight crew reported trailing edge flap failure during approach. The flight crew performed a go around and landed at destination airport.
Synopsis
B737 Flight crew reported trailing edge flap failure during approach. The flight crew performed a go around and landed at destination airport.
Narrative
On final approach into ZZZ to runway; Captain called for Landing Gear down and Flaps 15." Flaps ceased to move beyond flaps 10 degrees. We elected to go around and requested vectors to run the QRH (Quick Reference Handbook) and opted not to accept holding instructions due to the fact that the autopilot would not engage. Ran the QRH for Trailing Edge Flap Disagree and continued to be vectored southwest of the field until ready for approach on the long Runway (XX). Captain elected to [request priority handling] and I agreed. Insufficient time to notify Dispatch. very busy right seat due to no autopilot. Captain flew the aircraft and got the radios. Non-normal performance data was loaded and we continued the approach following QRH guidelines. There was some discussion about the speeds; but in the end it was agreed that the speeds were correct. Flaps were extended to 15 using alternate flap extension procedure. QRH finished to completion prior to landing. I notified Flight Attendants of the malfunction and Passengers subsequently as well during the vectoring. Flight Attendants were very professional and informative. Asked Tower to roll the trucks just in case. Landing was uneventful. We taxied off the runway and had trucks conduct visual inspection of the aircraft. After that; and brake cooling calculation; we decided it was safe to taxi to the gate. Passengers and In-flight Crew were very positive after opening the cockpit door. I think I heard applause from the back during landing roll-out.After speaking with the Captain one day after this event; he said he had called the Company to discuss further in depth regarding the failure. At the time of the event it was impossible to ascertain what caused the flaps to cease normal operation. Captain subsequently described his conversation with Maintenance and explained that they stated two of the flap transmissions had seized. This in turn prevented autopilot engagement. Perhaps that is why we always hand fly no flap or reduced flap approaches during training? I am not sure how we could have prevented the flaps from seizing. It's becoming clear to me that the fleet is aging as more and more mechanical issues crop up."
Second reporter narrative
On approach; flaps would not extend past 10 degrees. A go-around was executed and neither autopilot was able to be utilized. I may have placed too much force on the controls during the multiple times I tried to utilize either autopilot and ended up hand flying the aircraft during the event. QRH (Quick Reference Handbook) was followed; delay vectors were provided by ATC; and a Flaps 15 Landing was executed. Task load was high and managed. We elected to focus our communications time to ATC; the Flight Attendants; and Passengers when time was available and decided that we could notify the Company once on the ground.If neither autopilot was actually available; then I think we handled the situation well. If the autopilot was available; then we need to understand that in a compressed situation; even the slightest perceived force on the control wheel may be greater then we normally judge.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.