B737 flight crew reported a flap malfunction during approach. Flight crew conducted an ATC directed go-around on final approach due to an aircraft still on runway and returned for safe landing.
Synopsis
B737 flight crew reported a flap malfunction during approach. Flight crew conducted an ATC directed go-around on final approach due to an aircraft still on runway and returned for safe landing.
Narrative
ZZZ Rwy XXR; left base to final. CA (PF) called for flaps 1; I (PM) selected flaps 1. I noticed flap handle at F1 setting and flap needles split indicating flap asymmetry and alerted CA to the situation. The slats did not appear extended at this time. Simultaneously we received vectors to intercept final course inbound to ZZZ and I told ATC we were unable and we required delayed vectors to handle a flap malfunction. While in holding pattern; we went to the QRC and started with the non-normal for flap trailing edge disagree QRH. This led us to the trailing edge flaps asymmetry checklist. Captain continued flying the airplane while I ran the checklist and verified with PF that we were in agreeance of the correct checklist to follow before proceeding. This led to various checklists including the trailing edge flaps up landing checklist which we followed along with while CA (PF) and I (PM) ran. We verified the max speed of 230 kts and stayed below that (about 200-220). During the checklist we used the alternate flap switch; the flap inhibit switch; etc.; and calculated required landing distance for our weight; configuration; landing airport; etc. We were still set up for Rwy XXR at this time planning to land at Vref40+40+wind correction (180+5; for a grand total of 185 approach speed on final!). We configured and completed the appropriate descent checklist with the flaps up landing checklist to-go. After about 2 laps in the pattern we told ATC our inbound speed would be approximately 180-190 and we were ready to accept vectors inbound. We took vectors inbound and very quickly chewed up the spacing between ourselves and the guy in front of us. At approx 500 ft the traffic was still not off the runway and tower initiated a go around. We got vectors and sent off to departure. ATC tried to vector us to XY and we said unable and needed XXR. At this time ATC provided priority for us and got us vectors for XXR. Albeit a non-traditional go around; it was uneventful and we continued for vectors. Once the aircraft was stable; PF continued flying the airplane and I called to the back to the FAs. I let them know we did a go around due to traffic on the runway and that we were coming back around for another go and had a flap malfunction that would make for a fast approach. Then I spoke to the passengers and told them about the reason for the go around and that we were receiving vectors to come back inbound for ZZZ and would have them safely on the ground in approx 10-15min. I once again reminded ATC that our final approach speed was 180-190. We came back inbound for a normal landing where CFR (Crash Fire Rescue) anxiously awaited us. We exited the runway normally; taxied south down to 1 and taxied to the gate with CFR. It was an uneventful landing and taxi in to the gate. After parking and door open; we were met by customer service and an operations representative. For what it's worth; given the fact of recent events I elected to NOT tell the passengers it was an urgent situation; especially since tower [prioritized] this for us. Upon arrival the customer service entered the airplane asking about the situation and this is when passengers learned of the situation and immediately passengers were asking them what had happened. We were trying to avoid this exact reaction. We told the customer service rep and operations representative it was a flaps up landing and that ATC give us priority handling and it was uneventful. Operations representative reminded us to call the Chief Pilot/file paperwork; etc. Talked to maintenance and wrote up issue.
Second reporter narrative
Flying left base to final for runway XXR into ZZZ. Selected flaps 1 and noticed an asymmetry between the left and right flaps. Left flap was reading about .8 degrees and right flap was at 0 degrees. We also noticed that the slats did not extend. Tower was trying to turn us onto final; but we told them we had a problem and needed delay vectors to fix. We then ran the Flaps Trailing Edge Flap Diagree QRH; which lead us into the Flaps Trailing Edge Flap Asymmetry. That then lead us into the Flaps Trailing Edge Flaps Up Landing checklist. We noted max speed was 230 KIAS and then were directed to use the Alternate Flap position switch to bring the slats down. We set VREF 40 + 40 and added the wind correction speed. Went to Flap Inhibit on the Ground Proximity Flap Inhibit switch. Checked the Non-Normal landing configuration landing distance and limited bank angle to 15 degrees below flaps up maneuver speed. Then asked for vectors for XXR. Aircraft in front of us didn't clear the runway in time and a go around was initiated. On the go around ATC started to vector us for an approach to runway XY; but we requested another approach into XXR. At that time ATC gave us priority handling and we were vectored back out onto a 20 mile final for XXR. On the downwind leg we informed the FA's why we went around and then informed the passengers and prepared for another approach. Normal approach and landing and cleared the runway and taxied to the gate. After parking and door open we were met by the custom service and an operations representative. The operations rep reminded us to inform the Chief Pilot and write reports. Contacted Maintenance and sent in a logbook report and waited for Maintenance to come out and talk about what happened.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.