B737-300 flight crew experiences a stick shaker during approach which alerts them to the fact that the trailing edge flaps have not moved to the selected position of 15 degrees. A go around is initiated and an emergency is declared when it is determined that the trailing edge flaps cannot be moved by the alternate flap switches. A landing with full leading edge flaps and zero trailing edge flaps ensues.
Synopsis
B737-300 flight crew experiences a stick shaker during approach which alerts them to the fact that the trailing edge flaps have not moved to the selected position of 15 degrees. A go around is initiated and an emergency is declared when it is determined that the trailing edge flaps cannot be moved by the alternate flap switches. A landing with full leading edge flaps and zero trailing edge flaps ensues.
Narrative
I was flying the visual approach in a distracting sunset while trying to keep visual spacing from the heavy aircraft we were following to the field. As we configured and slowed to flaps 15; we got a stick shaker alert. As I increased thrust; the shaker immediately ceased; but the Captain stated the flaps never tracked from the up position to match the flap lever. I immediately executed a go-around and the Captain coordinated for straight ahead climbing vectors to further access the situation. After checking circuit breakers and reviewing the QRH; I informed the Captain that a Check Airman was riding on duty in the back and suggested he come forward as he might have more insight into what caused this problem. We then informed the flight attendants of our issue and asked them to have the Check Airman enter the flight deck and take the jumpseat. Together the three of us discussed the situation and decided to run the Alternate Flap Extension Checklist. This attempt was unsuccessful as the leading edge flaps extended; but the trailing edge flaps only moved a few degrees. We then decided to declare an emergency as it became evident we would be flying a flaps up approach and landing. We informed the flight attendants of the emergency; and we expected a safe landing and taxi back to the gate. I ran the QRH checklist and spoke to the passengers explaining the situation. The Captain flew the approach and landing to a full stop. Upon landing; we terminated further fire truck assistance after we verified brake energy limits. Maintenance met us at the gate and informed us the airplane was grounded after they too could not get the flaps extended. We coordinated with Dispatch and Scheduling; informed them of our situation; and coordinated our flight home.
Second reporter narrative
The First Officer was flying during a normal visual approach landing west into a setting sun. We experienced a momentary stick shaker when slowing from 180 KTS to the flap 15 selection speed. We immediately executed a go-around and noticed the flaps leading edge or trailing edge had not moved at all after being selected. We received radar vectors during the go-around to give us time to troubleshoot the flaps. At this time; I became the pilot flying. The First Officer checked the circuit breakers and pulled out the QRH to look for some guidance. There was a Check Airman on board riding in the back. We advised the flight attendants and the passengers of the reason for our go-around. We asked the deadheading Check Airman to come to the cockpit and assist us. I thought he might have some insight into what caused our situation as I had known there were several other similar incidents. We began to run the non-normal checklist expecting to use alternate flap extension. We requested radar vectors for a long final to give time for the alternate flap extension and a flaps 15 landing. On downwind; we began to slow to flap extension speeds and alternate extension to flaps 5 was attempted. The leading edges extended; but the trailing edge flaps stopped at about 1/2 degree of flaps. At this point; we declared an emergency and asked the fire trucks be sent out. The non-normal checklist was run for no trailing edge flaps. The Check Airman in the jumpseat was very helpful with the landing calculations as well as backing up our use of the QRH. The flight attendants were advised we had declared an emergency; the fire trucks would be by the runway; and we expected a normal landing and taxi into the gate. The remainder of the non-normal checklist was completed and a recheck of the V speeds was done. A no trailing edge flap landing was done; touching down about 1;500 FT from the threshold and maximum auto brakes brought the aircraft to a normal taxi speed quickly. A check of the break energy limits for taxiing to the gate was done. We taxied to the gate and disembarked our passengers. After all passengers were taken care of; we secured the aircraft. We called Dispatch and told them the above narrative. A logbook entry was made regarding the failure of the flaps to extend. Aircraft Maintenance personal came out and began troubleshooting the problem. The crew did an outstanding and professional job and the Check Airman on the jumpseat was very helpful in getting the aircraft and passengers safely on the ground.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.