AN F100 CREW; ON APCH TO ORD; WERE UNABLE TO ATTAIN FULL FLAPS FOR LNDG.

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DSNDING FROM 7000 FT TO 4000 FT; SPD 190-200 KTS; AND TURNING DOWNWIND FOR RWY 22R. FO CALLED FOR FLAPS 8 DEGS. CAPT PLACED HANDLE IN FLAPS 8 DEG POS. FLAPS STOPPED AT 4 DEGS AND RECEIVED FLAP ASYMMETRICAL MESSAGE. WORKED PROC FOR FLAP ASYMMETRY. THIS LED TO FLAP ASYMMETRY PROC/LNDG WITH LESS THAN 25 DEGS FLAPS. CAPT DECLARED AN EMER AND ASKED FOR LONG RWY 14R (WINDS 160 DEGS AT 10 KTS) AND RESCUE EQUIP TO BE STANDING BY. BRIEFED FLT ATTENDANTS WHAT WAS HAPPENING AND THAT I DID NOT EXPECT TO EVAC; BUT THAT THEY WOULD SEE THE RESCUE EQUIP ALONG THE SIDE OF THE RWY. I ALSO TOLD THEM I WOULD TALK WITH THEM ONCE WE GOT ON THE GND. I TOLD THE FO THAT I THOUGHT IT WOULD BE PRUDENT FOR ME TO FLY THE APCH EVEN THOUGH IT WAS HIS TURN TO LAND. HE AGREED TO MY CONCLUSION. CAPT FLEW THE APCH AND LANDED THE ACFT AT APPROX 76000 LBS WITH A V-APCH OF 155 KTS. ACFT HANDLED NORMALLY DURING ALL PHASES OF THE APCH AND LNDG. I THEN TAXIED THE ACFT TO THE ASSIGNED GATE AND CANCELED THE EMER EQUIP. PAX OFF-LOADED; AND CAPT DEBRIEFD MAINT. I DID NOT INFORM THE PAX OF THE MECHANICAL DIFFICULTY. FO WAS TRULY SUPPORTIVE AND PROFESSIONAL THROUGHOUT THE ENTIRE INCIDENT. I THANKED HIM FOR ALL OF HIS SUPPORT AND HIS PROFESSIONALISM. FLT ATTENDANTS WERE VERY PROFESSIONAL THROUGHOUT THE INCIDENT ALSO.