A B737-700 flap indicator split as flaps were lowered but no flap asymmetry was indicated. The Captain completed the Alternate Flap Extension QRH as the First Officer and jumpseat pilot questioned the action. A normal landing was made with no go-around
Synopsis
A B737-700 flap indicator split as flaps were lowered but no flap asymmetry was indicated. The Captain completed the Alternate Flap Extension QRH as the First Officer and jumpseat pilot questioned the action. A normal landing was made with no go-around
Narrative
On approach the flap position indicator indicated a slight split. The pilot flying did not notice any roll. The QRH was referenced and the approach continued to landing. Maintenance was notified and a logbook write up was made. Dispatch was notified through Maintenance. After reviewing the events; a better decision would have been to discontinue the approach in order to fully analyze the situation and fully apply the QRH. When there is a jumpseater in the cockpit; I normally brief that they are part of the crew and to speak up if they see something. The jumpseater did do this; and it was very helpful; but there were times when I found the timing distracting and interrupted my train of thought. On approach; the time was compressed as the approach duties interrupted the QRH duties. If the approach had been discontinued there would have had time to fully discuss the situation and utilized all available resources. A plan could have been better communicated with more time and the checklists completed. This time would have been available if we had discontinued the approach. Upon landing we talked to Maintenance and made a logbook entry. Dispatch was notified through Maintenance; but I should have contacted them directly.
Second reporter narrative
I was jumpseating on vacation. I was in the jumpseat because the plane was full. The First Officer was flying. During approach when the Captain put the flaps to 5; I noticed that the flap indicator showed the flap needles slightly split but both needles were in the 'Flap 5' band. I thought that was odd for a -700 to show that much of a split and I mentioned it to the Crew. The Captain must have thought so also as the Captain retrieved the QRH and started reading about the 'what ifs.' The First Officer called for landing gear down and Flaps 15. When the Captain put the lever to Flaps 15; the needles showed a significant split. I think I saw one stop slightly past 5 and one stop slightly past 10. I also believe the leading edge transit light was amber. The First Officer asked; 'Do you want to go around?' I was fully expecting the Captain to do just that. Instead; with one hand on the QRH and the other hand on the Alt Flaps Master Switch;. the Captain armed it then proceeded to hold the Alt Flaps Switch down. Things were happening fairly quickly. I looked up at the leading edge device panel and noticed all leading edge devices going to full extend. I then looked forward to see what the flap indicator showed. They now had a green light and flaps were symmetric at 15. The Captain continued holding down the Alt Flap Switch and drove the flaps down to 40. I watched them track and they tracked somewhat symmetrically with one needle just trailing the other. At about 800 FT they ended up both in the 'Flaps 40' band with one just in it and the other centered in it. The Captain put the flap lever to 40. I told them to switch to Tower and get landing clearance. They did and landed uneventfully. When I got home I referenced the QRH and realized the QRH was not followed correctly and the Captain's actions could have caused mechanical damage and compromised safety.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.