B737 flight crew reported a yaw damper fail message and flap malfunction while on approach. The crew broke off the approach; ran checklists; and configured the aircraft for a successful landing.
Synopsis
B737 flight crew reported a yaw damper fail message and flap malfunction while on approach. The crew broke off the approach; ran checklists; and configured the aircraft for a successful landing.
Narrative
On the late evening; we were operating our flight ZZZ2 to ZZZ1. The takeoff; climb; cruise; and descent went as expected. During the Descent to Approach phase; we did receive a Master Caution Light for the YAW DAMPER. The Captain ran the QRH and the resolution was to not exceed Flaps 30; End of Checklist. During the approach phase on a visual for Runway XXL; we join the localizer for XXL at ZZZZZ. I was the pilot flying (PF) so I called for 'Flaps 1' to begin to slow back to 210 kts. We had the proceeding aircraft insight and the field; so we called both 'in-sight' to ATC. We got cleared for the visual XXL following traffic and were instructed to slow back to '170 kts.' to a 5 NM Final. Given the heavy traffic congestion that night going into ZZZ1 and the proceeding traffic in-front of us; I continued to call for FLAPs 5; then Gear Down with Flaps 15; then eventually Flaps 25. The Captain mentioned that I was going too fast for Flaps 25. That's when we both noticed the Amber Ban on the Airspeed indicator was greater than our bugged speeds. At that same moment we both noticed our flaps never extended out of Flaps UP which explains why we had a hard time slowing down. We both determined we needed to Go-Around. We were instructed to turn left heading 250 and maintain 4;000. We executed the missed approach procedure and reconfigured the airplane to level flight. I turned on the Autopilot and kept my speed around 210 kts. Not having too much fuel onboard (had around 6;000 pounds of fuel) I didn't want to get too far away from the airport as we were problem solving the flap issue. Once reaching clean configuration; the Captain gave me the airplane and he ran the QRH to determine what the problem was. Talking with ATC; I knew we had some sort of FLAP Malfunction and told him we will need Runway XXR. I started to set up the aircraft for the ILS XXR. After a few short vectors; the Captain determined we should plan for a FLAPS UP landing. We gathered FLAPS UP landing numbers and re-bugged the aircraft. The approach and landing went as planned. We touchdown and exited around Taxiway 1 in ZZZ1 where we had the fire trucks waiting for us. We had the fire trucks follow us into the ramp area to make sure everything looked good on the airplane. After entering the ramp area and executing the after landing check; everything looked normal to us. We asked the ramp to [for] the fire trucks to be waived off. We arrived at the gate and completed our post flight duties and then contacted Dispatch and the Duty Pilot.
Second reporter narrative
To my recollection these are the pertinent details as to the event my crew and I experienced on the night ZZZ2-ZZZ1. During decent we got a master caution flight control. The yaw dampener had disengaged. I referenced the QRH and followed the steps to resolution. We continued the descent for a visual approach to Runway XXL at ZZZ1. We were vectored behind traffic to follow which appeared to us both was very close and decided we needed to configure and slow down for spacing. We began that process but I feel my concern for our relative proximity to our traffic to follow led me to not verify that the selected flaps were in the correct position. At some point I noticed the speed tapes on my display did not look right. Initially I considered an unreliable airspeed situation but cross check of all the available indications made me realize that the flaps had not moved to their selected position. The indication was they hadn't moved at all. I then instructed my First Officer (FO) to accelerate to clean maneuver speed and start a gentle missed approach. Which he did. ATC gave us a heading and altitude to maintain and when we were stable I asked my FO to maintain aircraft control while I tried to decipher the problem. I attempted to contact Maintenance and Dispatch but the radio chatter between Operations and other aircraft impeded that process. Even with years of experience and high quality training I failed to find the proper checklist. At that point considering where we were and the conditions at ZZZ1 that I would pull data for a no flap landing on Runway XXR. The data was very favorable so I decided to use my Captain's authority to take that course of action. We briefed the new plan and associated threats. We set up for and requested to land on XXR. At 500 ft. we got a ground proximity warning because of our flap position and inhibited it because we knew why. If I had found the proper checklist that step would have been accomplished. Landing at that point was assured and all other items for landing were reconfirmed. The FO executed a successful no flap landing and we taxied clear of the runway and to our gate. After the shutdown checklist we debriefed the event. I realized then that the flaps disagree checklist would have diagnosed the problem and led us to use alternate flaps. We then would've been properly configured and completed the landing checklist correctly. I know I failed to find the proper course of action and am very disappointed at myself. However; after deciding on the course of action that we took I had full confidence in a favorable outcome with a safe landing.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.