Narrative:

Vectored to visual runway xxl; using the loc as a backup. First officer flying; approximately 2500 ft MSL first officer asked for flaps 15; and received a te flap disagree message with light. Flaps showed no split and were stopped between flaps 5 and 15. I checked lever in detent which it was and informed first officer we were going to have to discontinue the approach. Informed tower and told them we had a problem and need to discontinue. Went into altitude hold and continue on the localizer for a couple of minutes for coordination. Followed the vectors; climbed to 4000 ft and began the QRH procedures with the first officer flying. Many thunderstorms around; so there were many turns; first officer took radios as procedure was accomplished. Alternate flaps extended to flaps 15 and followed the procedure to stop there and land with flaps 15 and vref 20. Checked non-normal landing distance in QRH; (old 757; was not going to type in the freehand message). Plenty of room; with approximately 4000 ft of runway required and runway yy being 13000 ft. Selected autobrakes 3 as to reduce brake heating and there was three times the runway needed. We told approach of our aircraft state. Requested runway yy and equipment standing by. I decided to take landing; first officer agreed. Setup and briefed visual to yy with the ILS as a backup. Landed without incident and made high speed taxiway off runway and stopped off runway. Requested the emergency crew inspect a/c for wheel condition and fire. None noted. Taxied to ramp; I believe some emergency crews followed us to parking. Left aircraft in landing configuration during taxi to block in. Informed ground and emergency crew that we were doing this. Left all switches in the configuration the QRH mandated. Called the ramp for parking and informed them of the same. Mechanics found feathers of large bird in right te flaps. Suspected this caused the aircraft to sense the disagree; having probably hit it in transit. Aircraft was cleaned and inspected; and the appropriate tests to the flaps were accomplished to allow the aircraft to return to service for the return leg. I called dispatch at block in to inform them of the situation; they were not informed during the event. This was in my thought not appropriate since we were not rushed; but the atmosphere was very busy being in the vectors with the storms and congestion. I did not want to keep the crew in split operations too long; with first officer both flying and talking; as the navigation around the storms was very close. I did not feel it warranted any other input since the conclusion was very apparent; thus elected not to include any further inputs from ops or maintenance.

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Original NASA ASRS Text

Title: B757-200 Captain reported receiving a TE FLAP DISAGREE message on approach. On the ground; evidence of a bird strike on the flaps was noted.

Narrative: Vectored to visual Runway XXL; using the Loc as a backup. FO flying; approximately 2500 ft MSL FO asked for Flaps 15; and received a TE FLAP DISAGREE message with light. Flaps showed no split and were stopped between flaps 5 and 15. I checked lever in detent which it was and informed FO we were going to have to discontinue the approach. Informed tower and told them we had a problem and need to discontinue. Went into altitude hold and continue on the LOC for a couple of minutes for coordination. Followed the vectors; climbed to 4000 ft and began the QRH procedures with the FO flying. Many thunderstorms around; so there were many turns; FO took radios as procedure was accomplished. Alternate Flaps extended to Flaps 15 and followed the procedure to stop there and land with Flaps 15 and Vref 20. Checked Non-Normal landing distance in QRH; (old 757; was not going to type in the freehand message). Plenty of room; with approximately 4000 ft of runway required and runway YY being 13000 ft. Selected autobrakes 3 as to reduce brake heating and there was three times the runway needed. We told approach of our aircraft state. Requested runway YY and equipment standing by. I decided to take landing; FO agreed. Setup and briefed visual to YY with the ILS as a backup. Landed without incident and made high speed taxiway off runway and stopped off runway. Requested the emergency crew inspect a/c for wheel condition and fire. None noted. Taxied to ramp; I believe some emergency crews followed us to parking. Left aircraft in landing configuration during taxi to block in. Informed ground and emergency crew that we were doing this. Left all switches in the configuration the QRH mandated. Called the ramp for parking and informed them of the same. Mechanics found feathers of large bird in right TE flaps. Suspected this caused the aircraft to sense the disagree; having probably hit it in transit. Aircraft was cleaned and inspected; and the appropriate tests to the flaps were accomplished to allow the aircraft to return to service for the return leg. I called dispatch at block in to inform them of the situation; they were not informed during the event. This was in my thought not appropriate since we were not rushed; but the atmosphere was very busy being in the vectors with the storms and congestion. I did not want to keep the crew in split operations too long; with FO both flying and talking; as the navigation around the storms was very close. I did not feel it warranted any other input since the conclusion was very apparent; thus elected not to include any further inputs from ops or maintenance.

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.