Narrative:

We completed thorough approach briefing and descent checklist approximately 15 minutes before our top of descent. We completed the arrival feeling well ahead of the aircraft despite myself and the captain not having recent experienced flying into this airport. We were vectored off of the arrival and given a long downwind due to final traffic. We reported the landmarks in sight and were cleared for the charted visual approach. Our last speed assignment was 170 kts until 5 nm DME. At approximately 1;500 feet as we started to slow to final approach speed we got a caution message for trailing edge flap disagree (approach was stable up to this point). We continued the approach briefly to see if the message would clear; or if we could land in a different configuration. But we realized that the flaps were stuck at 22 degrees; there was a fairly short runway; we did not have performance or speeds set for the proper configuration; we had lots of fuel onboard to give us options; a QRH had not been completed; and our approach had become unstable. So we called for and executed a go around.beginning the go around at approximately 500 feet we were mindful of and had briefed the threat of our proximity to the special use airspace areas in our path. Tower gave us a turn west to give us a wide birth from that airspace. Despite our briefing the go around; vectoring; communicating; mechanical failure and ensuing divert had made us quite task saturated. Our cross check had revealed that the landing gear had not been selected up in our go around; and an improper speed had been selected. Once we leveled off at 3;000 feet we trapped these errors and retracted the landing gear and selected a speed within our operating envelope. Fortunately; we trapped these errors before any limitations were exceeded. We then made the decision to engage the autopilot and start using our automation management to help with our workload. At this point; while on delay vectors and having requested priority handling; we completed the applicable QRH which led us to leave the flaps in their current state. In our original approach briefing; we discussed if we had issues we would divert to a nearby airport. This seemed appropriate for the failure because we had a much longer runway; and more options. Landing in an unfamiliar configuration; on a short busy runway when the divert airport was just miles away we saw as an unnecessary risk. So we planned our divert and started to communicate our intentions.the captain gave me control of the aircraft as he started to ACARS dispatch; talk with the flight attendants; and make a PA to the passengers to let them know of our intentions. While I flew the aircraft I loaded the divert airport and approach into the FMC; and requested the ATIS for. I thought this was good workload management as both of us were very task saturated. However; we could have done a better job delegating the radio calls as we were both talking on the radio simultaneously at times. Additionally; the captain briefed the ILS approach; sent an ACARS diversion report; and called for a descent checklist. We transferred controls back to the captain and I read the descent checklist. At this point we were on about a 20 mile final and about 10;000 pounds on the fuel. We had been making fuel call outs through the divert as to make sure we were mindful of it at all times. We flew a stabilized approach and landing and were greeted by arff. They did a quick inspection of the aircraft then cleared us to taxi to the gate.

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Original NASA ASRS Text

Title: B757 First Officer reported a flap malfunction that resulted in a diversion.

Narrative: We completed thorough approach briefing and descent checklist approximately 15 minutes before our top of descent. We completed the arrival feeling well ahead of the aircraft despite myself and the Captain not having recent experienced flying into this airport. We were vectored off of the arrival and given a long downwind due to final traffic. We reported the landmarks in sight and were cleared for the charted Visual Approach. Our last speed assignment was 170 kts until 5 nm DME. At approximately 1;500 feet as we started to slow to final approach speed we got a caution message for Trailing Edge Flap Disagree (approach was stable up to this point). We continued the approach briefly to see if the message would clear; or if we could land in a different configuration. But we realized that the flaps were stuck at 22 degrees; there was a fairly short runway; we did not have performance or speeds set for the proper configuration; we had lots of fuel onboard to give us options; a QRH had not been completed; and our approach had become unstable. So we called for and executed a go around.Beginning the go around at approximately 500 feet we were mindful of and had briefed the threat of our proximity to the Special Use airspace areas in our path. Tower gave us a turn west to give us a wide birth from that airspace. Despite our briefing the go around; vectoring; communicating; mechanical failure and ensuing divert had made us quite task saturated. Our cross check had revealed that the landing gear had not been selected up in our go around; and an improper speed had been selected. Once we leveled off at 3;000 feet we trapped these errors and retracted the landing gear and selected a speed within our operating envelope. Fortunately; we trapped these errors before any limitations were exceeded. We then made the decision to engage the autopilot and start using our automation management to help with our workload. At this point; while on delay vectors and having requested priority handling; we completed the applicable QRH which led us to leave the flaps in their current state. In our original approach briefing; we discussed if we had issues we would divert to a nearby airport. This seemed appropriate for the failure because we had a much longer runway; and more options. Landing in an unfamiliar configuration; on a short busy runway when the divert airport was just miles away we saw as an unnecessary risk. So we planned our divert and started to communicate our intentions.The Captain gave me control of the aircraft as he started to ACARS dispatch; talk with the flight attendants; and make a PA to the passengers to let them know of our intentions. While I flew the aircraft I loaded the divert airport and approach into the FMC; and requested the ATIS for. I thought this was good workload management as both of us were very task saturated. However; we could have done a better job delegating the radio calls as we were both talking on the radio simultaneously at times. Additionally; the Captain briefed the ILS Approach; sent an ACARS diversion report; and called for a Descent Checklist. We transferred controls back to the Captain and I read the Descent Checklist. At this point we were on about a 20 mile final and about 10;000 pounds on the fuel. We had been making fuel call outs through the divert as to make sure we were mindful of it at all times. We flew a stabilized approach and landing and were greeted by ARFF. They did a quick inspection of the aircraft then cleared us to taxi to the gate.

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.