A B757-200 first officer reported receiving a te flap disagree EICAS message on final approach. A go...

Narrative:

While on final approach; shortly after passing 2;000 ft AGL; the captain called for flaps 25. As pilot not flying I moved the flap handle to the 25 detent and we received an EICAS message; te flap disagree. We were at approximately 135 KTS; and the flaps stopped at just beyond 20 degrees. The captain continued to fly and I started running the QRH checklists. We were not fully configured at 1;000 ft AGL; so the captain initiated a go around. We were instructed by ATC to climb to 4;000 ft MSL; and were given radar vectors while we continued to run our checklists. After completion of the checklist; we discussed our options and called [operations] to come up with a plan for the best place to recover the aircraft. Due to our longer landing distance with our flap position we decided to divert to [a suitable nearby airport]. The captain talked with [operations] on the satcom and we were given fuel burn numbers for diverting at FL230 and 190 KTS. We elected to land on the longer runway. We decided not to declare an emergency due to the long runway. We landed uneventfully and taxied to our parking spot where we turned the aircraft over to maintenance.

Original NASA ASRS Text

Title: A B757-200 First Officer reported receiving a TE FLAP DISAGREE EICAS message on final approach. A go-around was executed; procedures run; and after consulting with Operations; a diversion plan was implemented.

Narrative: While on final approach; shortly after passing 2;000 FT AGL; the Captain called for flaps 25. As pilot not flying I moved the flap handle to the 25 detent and we received an EICAS message; TE FLAP DISAGREE. We were at approximately 135 KTS; and the flaps stopped at just beyond 20 degrees. The Captain continued to fly and I started running the QRH checklists. We were not fully configured at 1;000 FT AGL; so the Captain initiated a go around. We were instructed by ATC to climb to 4;000 FT MSL; and were given radar vectors while we continued to run our checklists. After completion of the checklist; we discussed our options and called [Operations] to come up with a plan for the best place to recover the aircraft. Due to our longer landing distance with our flap position we decided to divert to [a suitable nearby airport]. The Captain talked with [Operations] on the SATCOM and we were given fuel burn numbers for diverting at FL230 and 190 KTS. We elected to land on the longer runway. We decided not to declare an emergency due to the long runway. We landed uneventfully and taxied to our parking spot where we turned the aircraft over to maintenance.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1005835
Time
Date	201204
Local Time Of Day	1801-2400
Place
Locale Reference	ZZZZ.Airport
State Reference	FO
Environment
Light	Night
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Component
Aircraft Component	Trailing Edge Flap
Person 1
Function	Pilot Not Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Critical

A B757-200 first officer reported receiving a te flap disagree EICAS message on final approach. A go-around was executed; procedures run; and after consulting with operations; a diversion plan was implemented.