Narrative:

On approach to ILS 13L; trailing edge flap disagree displayed on EICAS once flaps 25 was selected on approach. Go-around initiated and te flap disagree checklist was accomplished from the QRH. When checklist reached step 6; training edge light was extinguished and flaps 20 were planned for landing. Due to gusty crosswinds; runway 22L was requested so landing could be made into the wind as opposed to a significant crosswind at increased landing speed due to flaps 20 landing. Extensive vectors ensued as the TRACON attempted to turn off the ILS for 13L and turn on ILS for 22L. Eventually the TRACON offered VOR/DME to 22L which we accepted. Approach control led us to believe that we would be vectored immediately; so flaps 20 were maintained given the extensive time to retract/extend flaps using the alternate method as well as the fact that we had our desired flap setting and did not want to risk further configuration issues. The approach to [runway] 22L resulted in a go-around as a fog bank obscured approach end of [runway] 22L at MDA. At that point winds had subsided; and we requested ILS 13L for immediate landing as fuel had reached about 7;000 pounds due to extensive maneuvering at low altitudes and flaps 20. In order to ensure immediate return to airport we declared an emergency due to potential low fuel; and were vectored for the ILS 13L. QRH was used to determine abnormal configuration landing distance. Landing performed on [runway] 13L and emergency vehicle assistance was not required. Taxied to gate normally; T/east flap disagree written up and maintenance debriefed in person. [We had] 6;000 pounds of fuel at shutdown. The duty manager was notified by phone of emergency declaration.

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Original NASA ASRS Text

Title: A B757 EICAS alerted TRAILING EDGE FLAP DISAGREE when flaps 25 was selected on approach so a go-around followed; as a result of winds a runway change was requested. After a second go-around was executed this time due to low visibility; a fuel emergency was declared followed by with a safe landing with 6;000 LBS remaining.

Narrative: On approach to ILS 13L; TRAILING EDGE FLAP DISAGREE displayed on EICAS once flaps 25 was selected on approach. Go-around initiated and TE Flap Disagree Checklist was accomplished from the QRH. When checklist reached Step 6; training edge light was extinguished and flaps 20 were planned for landing. Due to gusty crosswinds; Runway 22L was requested so landing could be made into the wind as opposed to a significant crosswind at increased landing speed due to flaps 20 landing. Extensive vectors ensued as the TRACON attempted to turn off the ILS for 13L and turn on ILS for 22L. Eventually the TRACON offered VOR/DME to 22L which we accepted. Approach Control led us to believe that we would be vectored immediately; so flaps 20 were maintained given the extensive time to retract/extend flaps using the alternate method as well as the fact that we had our desired flap setting and did not want to risk further configuration issues. The approach to [Runway] 22L resulted in a go-around as a fog bank obscured approach end of [Runway] 22L at MDA. At that point winds had subsided; and we requested ILS 13L for immediate landing as fuel had reached about 7;000 LBS due to extensive maneuvering at low altitudes and flaps 20. In order to ensure immediate return to airport we declared an emergency due to potential low fuel; and were vectored for the ILS 13L. QRH was used to determine abnormal configuration landing distance. Landing performed on [Runway] 13L and emergency vehicle assistance was not required. Taxied to gate normally; T/E FLAP DISAGREE written up and Maintenance debriefed in person. [We had] 6;000 LBS of fuel at shutdown. The Duty Manager was notified by phone of emergency declaration.

Data retrieved from NASA's ASRS site 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.