Narrative:

We were descending through 3000 feet on the ILS. After selecting flaps 20 we received a master caution te flap disagree EICAS message and corresponding annunciator light. I asked the pm (pilot monitoring) to run the te flap disagree checklist. While retrieving the check list; we decided a GA (go around) was the best course of action to work the issue. Our instructions were to fly runway heading and climb to 3000 feet. When I initiated the GA I anticipated the aircraft to level off or climb very little since we were already close to 3000 feet. It became apparent that it was not going to be close. So I disconnect the auto pilot and began a controlled level off and power reduction; aware of our potential flap issue and possible flap overspeed. We climbed to approximately 3500 feet while ATC gave us clearance to 4000 feet. We remained on ATC vectors while working the checklist and communicating with dispatch. After completing the checklist and conversing with the company we landed flaps 20 uneventfully. On our taxi to the ramp [ground personnel] thought they detected a possible hot brake; so they followed us to our parking spot. We advised ramp control to keep the ground personnel clear until [others] could better assess the situation. Once in the blocks the brake temps were determined to be ok. Looking back my altitude deviation could have been avoided by simply selecting altitude hld immediately after GA; then selecting V/south for the smaller adjustments. The first officer (first officer) did a great job running the checklist; talking to dispatch; as well as staying engaged with me while I was flying the aircraft and talking to ATC. I'd like to express a thank you to our great training department and the people involved. It was brought to our attention that our 757/767 fleet experiences these types of flap/slat issues 1 to 2 times a week. If this is the case it would be beneficial to notify our crews that there is an issue with the fleet.

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Original NASA ASRS Text

Title: B757 Captain reported a trailing edge flap disagree problem.

Narrative: We were descending through 3000 feet on the ILS. After selecting flaps 20 we received a master caution TE FLAP DISAGREE EICAS message and corresponding annunciator light. I asked the PM (Pilot Monitoring) to run the TE FLAP DISAGREE checklist. While retrieving the check list; we decided a GA (Go Around) was the best course of action to work the issue. Our instructions were to fly runway heading and climb to 3000 feet. When I initiated the GA I anticipated the aircraft to level off or climb very little since we were already close to 3000 feet. It became apparent that it was not going to be close. So I disconnect the auto pilot and began a controlled level off and power reduction; aware of our potential flap issue and possible flap overspeed. We climbed to approximately 3500 feet while ATC gave us clearance to 4000 feet. We remained on ATC vectors while working the checklist and communicating with Dispatch. After completing the checklist and conversing with the company we landed flaps 20 uneventfully. On our taxi to the ramp [ground personnel] thought they detected a possible hot brake; so they followed us to our parking spot. We advised ramp control to keep the ground personnel clear until [others] could better assess the situation. Once in the blocks the brake temps were determined to be ok. Looking back my altitude deviation could have been avoided by simply selecting ALT HLD immediately after GA; then selecting V/S for the smaller adjustments. The FO (First Officer) did a great job running the checklist; talking to Dispatch; as well as staying engaged with me while I was flying the aircraft and talking to ATC. I'd like to express a thank you to our great training department and the people involved. It was brought to our attention that our 757/767 fleet experiences these types of flap/slat issues 1 to 2 times a week. If this is the case it would be beneficial to notify our crews that there is an issue with the fleet.

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.