B737 CAPT MISHANDLED THE ACFT HYD SYS AND LANDED WITH FLAPS 1 DEG.

Narrative

I (CAPT) WAS ENRTE FROM ROC TO PHL; ARRIVING OVER BUNTS INTXN ON THE ARR PATH. WE HAD ENCOUNTERED SEVERAL LAYERS OF CLOUDS IN OUR DSCNT AND ENG ANTI-ICE HAD BEEN USED OFF AND ON SEVERAL TIMES. FO WAS PERFORMING FLYING DUTIES; PHL APCH HAD GIVEN US SEVERAL VECTORS AND SPD ADJUSTMENTS BEING VECTORED INTO APCH SEQUENCE FOR RWY 27R. FO WAS A NEW HIRE AND INFORMED ME THAT SHE HAD JUST COMPLETED 100 HRS IN THE AIRPLANE. I FOUND MYSELF EXTREMELY BUSY WITH OBSERVING HER FLYING PERFORMANCE; TRYING TO COMPLY WITH ALL THE ATC INSTRUCTIONS; AND ASSIST HER WITH INFO SHE NEEDED TO KNOW. ON DOWNWIND; WE EXTENDED FLAPS TO 1 DEG -- PRELIMINARY CHKLIST HAD BEEN COMPLETED. WE WERE TRYING TO KEEP THE SPD UP FOR ATC -- TURNING ON BASE; FLAPS WERE MOVED TO 5 DEGS AND GEAR EXTENDED. AIRPLANE SPD WAS NOT DECREASING; FLAPS WERE EXTENDED TO 15 DEGS; AND THEN I NOTICED FLAP INDICATOR GAUGE WAS STUCK ON 1 DEG. FLAPS WERE NOT EXTENDING BEYOND 1 DEG. WE WERE NOW ON FINAL; GEAR DOWN; FLAPS 1 DEG; AT ABOUT 1800 FT. I ASKED TO SIDESTEP AND LAND ON RWY 27L FOR EXTRA LNDG LENGTH AND WAS CLRED TO LAND. I TOOK OVER PF DUTIES AT THIS POINT AND LANDED UNEVENTFULLY; TAXIED CLR OF RWY AND THEN REALIZED THAT WHEN WE WERE TURNING ONTO BASE LEG; I HAD INADVERTENTLY REACHED UP AND TURNED OFF 'B' HYD SYS PUMPS INSTEAD OF ENG ANTI-ICE SWITCHES WHICH ARE LOCATED DIRECTLY ABOVE BOTH 'B' SYS HYD PUMPS; WHICH RENDERED FLAPS INOP. AFTER CLRING RWY; IMMEDIATELY RECOGNIZED PROB; TURNED PUMPS ON; TAXIED TO GATE. WE HAD LANDED IN A NON STANDARD LNDG CONFIGN WITH FLAPS AT 1 DEG; AND PERFORMED IMPROPER LNDG CHKLIST. A GAR SHOULD HAVE BEEN PERFORMED AND A COMPLETE CHKLIST FROM OUR QRH FOR TRAILING EDGE FLAP NOT EXTENDED AND 'B' HYD SYS INOP. OUR MISTAKE WOULD HAVE THEN BEEN DISCOVERED AND NORMAL FLAP LNDG BEEN COMPLETED. SUPPLEMENTAL INFO FROM ACN 460084: IN RANGE TO PHL; WE EXPERIENCED LIGHT TO MODERATE CHOP AND THE CAPT CHOSE TO TURN ON THE ENG ANTI-ICE IN CASE OF POSSIBLE ICING FROM PREVIOUS TEMPS/FLT CONDITION'S REMNANTS. ON DOWNWIND VECTORS TO VISUAL APCH; AND ONCE WE WERE CLR OF ICING AND TURB; HE SWITCHED ENG ANTI-ICE OFF. IN DOING SO; INADVERTENTLY 'B' HYD PUMPS WERE SWITCHED OFF INSTEAD; WITHOUT OUR REALIZATION. DURING APCH SEQUENCE; WE ATTEMPTED TO LOWER FLAPS AFTER HAVING BEEN REQUIRED BY ATC TO KEEP SPD UP TILL REACHING THE OM. ON SHORT FINAL; WE REALIZED THE FLAPS WOULD NOT EXTEND BEYOND 1 DEG. DUE TO THE PROX TO THE FIELD AND THE AVAILABILITY OF SUFFICIENT RWY (+10000 FT) WE OPTED TO SWITCH TO THE LONGER RWY AND PROCEED TO LAND. ATC APPROVED THE SWITCH; CLRED US TO LAND; AND WE UNEVENTFULLY LANDED WITH FLAPS SELECTED TO 1 DEG; AS OPPOSED TO THE STANDARD CONFIGN OF FLAPS 30 DEGS. AT NO TIME WERE LIMITATIONS EXCEEDED. AT ALL TIMES WE WERE ESTABLISHED ON GLIDE PATH. TRAILING EDGE FLAPS UP CHKLIST HAD BEEN ACCOMPLISHED; BUT I FELT THAT A GAR WOULD HAVE; IN RETROSPECT; BEEN THE WISER OPTION TO ALLOW FOR A CLOSER ANALYSIS OF THE PROB.