MLG CREW HAD ASYMMETRIC FLAP LOCKOUT AT FLAPS 1 DEG.

Narrative

WHILE SETTING UP FOR THE ILS FOR RWY 32 AT PITTSBURGH; THE CAPT NOTICED AS HE CALLED FOR FLAPS 5 DEGS; WE WERE AT FLAPS 1 DEG; THAT THE FLAP INDICATOR NEEDLE SHOWED A SPLIT FLAP INDICATION. SINCE THE FLAPS DID NOT MOVE TO 5 DEGS; WE ASSUMED THAT THAT INDEED WAS WHAT HAD HAPPENED. WE REQUESTED A DELAY VECTOR TO GIVE US TIME TO WORK THE PROB. APCH SENT US E OF THE ARPT; OUT OF THE TFC FLOW AND WE RAN THE TRAILING EDGE FLAP MALFUNCTION CHKLIST. AT THIS TIME WE DECLARED AN EMER AND ASKED FOR THE EQUIP TO STAND BY; AS PER COMPANY OPS. THE W SECTOR APCH CTLR WAS VERY BUSY AND BROUGHT US AROUND THINKING WE WOULD BE READY FOR THE APCH AND WE ASKED TO BE BROKEN OFF AS WE WERE NOT READY. WE FINISHED THE CHKLIST; DISCUSSED HOW WE WOULD FLY THE APCH AND WHAT WE WOULD DO ONCE ON THE GND. INFORMED ATC WE WERE READY. SHOT AN UNEVENTFUL APCH. USED A HIGHER THAN NORMAL BRAKE SETTING WHICH STOPPED US COMFORTABLY WITH LOTS OF RWY TO SPARE. CRASH TRUCKS VISUALLY INSPECTED THE WHEEL ASSEMBLIES AFTER WE CLRED THE RWY AND WE TAXIED IN. HUMAN FACTORS: 1) CAPT AND FO HAD BOTH TRAINED THIS ABNORMALITY IN THEIR LAST SIMULATOR SESSION. THAT SIGNIFICANTLY HELPS THE ANXIETY LEVEL. 2) CAPT HANDLED THE FLT DECK IN A VERY ORGANIZED MANNER; KEPT EVERYONE IN THE LOOP. CABIN CREW WAS COMPLETELY BRIEFED. 3) ATC WAS SO BUSY THERE WERE SOME MOMENTS WHERE COM WAS NOT WHAT IT SHOULD HAVE BEEN. 4) CRASH CREWS WERE VERY PROFESSIONAL AND WELL EQUIPPED. WERE RIGHT ON TOP OF THE SIT.