Narrative:

As we prepared for our arrival to ZZZ; we reviewed the ATIS. We briefed for a visual approach to runway xxr. The controller changed our runway to runway xy. The winds were 330 degrees/11 KTS; right at the tailwind limit for runway xy. We heard the preceding B767 say that the winds were right at 10 KTS tailwind at touchdown; so I told my first officer that if the winds were above 10 KTS at 200 ft we would go around. At 200 ft the winds were 15 KTS on the tail so I went around. Our fuel was 8.1. We followed ATC instructions and bugged up to 180 KTS then cleaned up to 220 KTS. We had no flap overspeeds. The following airplane went around as well. I asked the first officer to make a PA announcement about the go around. The controller told us we would return to runway xy. My first officer told him that no boeing can land with more than a 10 KT tailwind. This angered the controller. He asked us which runway we wanted and my first officer told him we wanted runway yyl/right. He was not happy with us as the airport was configured for runways xxl/right and xy. The winds were 330 degrees/11 KTS. We accepted runway xxr and got configured before the FAF. As the flaps extended from 25-30 degrees; we heard the master caution beeper; saw the master caution light and EICAS message trailing edge flap disagree. I started our 2ND go around and kept the flaps at 25 degrees with the gear down due to the issue! This caused us to use fuel at a greater rate and I was really uncomfortable. I told the controller we had a problem and he asked if we wanted to declare an emergency. I told him that we would get back to him and that we had a trailing edge flap disagree. My first officer got out the book and he followed the procedure while I flew. After completing the checklist; the cautions went away. So we were configured with gear down and the flaps at 25 degrees. We reviewed the approach speeds for flaps 25 degrees and turned downwind for runway yyl as the airport was being configured for north lndgs. I told the controller that we wanted to land in 5 mins and we were declaring an emergency. We passed on the fuel and passenger information. My first officer asked if I wanted to say anything to the flight attendants and I told him to tell the purser what was going on. We got vectored to final and completed the approach descent and final descent checklists. On final; outside of the FAF; we saw traffic crossing final; between us and the airport from right to left and got no TCAS advisory from the traffic which was co-altitude/2000 ft MSL. He passed to our left and was no factor. I did not want a 3RD go around! We landed uneventfully with 4800 pounds on the fuel. We had 2600 pounds extra fuel on this leg due to winds and en route issues. Had we not had that fuel; we would have landed with 2200 pounds; not a comforting thought! We sent the maintenance code; and asked for a maintenance supervisor to meet and debrief us. I debriefed the outbound crew and called dispatch and maintenance control for debriefing. I also spoke with the duty manager; who told us to file the appropriate reports. Clear issues: this scenario would make a great pc or loft! I have 15 yrs on the airplane and we were more than busy. My first officer and I worked well together and due to the nature of all of the things combined; we had to work separately for a considerable amount of time and then come back together later. There were more than enough distracters; throughout the event. The one thing that was especially upsetting was the attitude of the approach controller. He really wanted us to return to runway xy; which was unacceptable due to winds. We stood our ground and eventually got what we wanted. Supplemental information from acn 777410: we declared an emergency; ran the checklist for the confign we were in and then elected to rescind the emergency declaration as we were essentially doing a normal flaps 25 degree landing. I advised the purser what had happened and let her know that the situation was resolved. We then proceeded to have a normal approach and landing. No limitations were exceeded at any time.

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Original NASA ASRS Text

Title: A B757 EXECUTED A GAR FOR TAILWIND LIMITATIONS. A TRAILING EDGE FLAP DISAGREE LIGHT ILLUMINATED ON THE NEXT APCH TO ANOTHER RWY. A SECOND GAR LED TO AN APCH AND LNDG ON A THIRD RWY.

Narrative: AS WE PREPARED FOR OUR ARR TO ZZZ; WE REVIEWED THE ATIS. WE BRIEFED FOR A VISUAL APCH TO RWY XXR. THE CTLR CHANGED OUR RWY TO RWY XY. THE WINDS WERE 330 DEGS/11 KTS; RIGHT AT THE TAILWIND LIMIT FOR RWY XY. WE HEARD THE PRECEDING B767 SAY THAT THE WINDS WERE RIGHT AT 10 KTS TAILWIND AT TOUCHDOWN; SO I TOLD MY FO THAT IF THE WINDS WERE ABOVE 10 KTS AT 200 FT WE WOULD GO AROUND. AT 200 FT THE WINDS WERE 15 KTS ON THE TAIL SO I WENT AROUND. OUR FUEL WAS 8.1. WE FOLLOWED ATC INSTRUCTIONS AND BUGGED UP TO 180 KTS THEN CLEANED UP TO 220 KTS. WE HAD NO FLAP OVERSPEEDS. THE FOLLOWING AIRPLANE WENT AROUND AS WELL. I ASKED THE FO TO MAKE A PA ANNOUNCEMENT ABOUT THE GAR. THE CTLR TOLD US WE WOULD RETURN TO RWY XY. MY FO TOLD HIM THAT NO BOEING CAN LAND WITH MORE THAN A 10 KT TAILWIND. THIS ANGERED THE CTLR. HE ASKED US WHICH RWY WE WANTED AND MY FO TOLD HIM WE WANTED RWY YYL/R. HE WAS NOT HAPPY WITH US AS THE ARPT WAS CONFIGURED FOR RWYS XXL/R AND XY. THE WINDS WERE 330 DEGS/11 KTS. WE ACCEPTED RWY XXR AND GOT CONFIGURED BEFORE THE FAF. AS THE FLAPS EXTENDED FROM 25-30 DEGS; WE HEARD THE MASTER CAUTION BEEPER; SAW THE MASTER CAUTION LIGHT AND EICAS MESSAGE TRAILING EDGE FLAP DISAGREE. I STARTED OUR 2ND GAR AND KEPT THE FLAPS AT 25 DEGS WITH THE GEAR DOWN DUE TO THE ISSUE! THIS CAUSED US TO USE FUEL AT A GREATER RATE AND I WAS REALLY UNCOMFORTABLE. I TOLD THE CTLR WE HAD A PROB AND HE ASKED IF WE WANTED TO DECLARE AN EMER. I TOLD HIM THAT WE WOULD GET BACK TO HIM AND THAT WE HAD A TRAILING EDGE FLAP DISAGREE. MY FO GOT OUT THE BOOK AND HE FOLLOWED THE PROC WHILE I FLEW. AFTER COMPLETING THE CHKLIST; THE CAUTIONS WENT AWAY. SO WE WERE CONFIGURED WITH GEAR DOWN AND THE FLAPS AT 25 DEGS. WE REVIEWED THE APCH SPDS FOR FLAPS 25 DEGS AND TURNED DOWNWIND FOR RWY YYL AS THE ARPT WAS BEING CONFIGURED FOR N LNDGS. I TOLD THE CTLR THAT WE WANTED TO LAND IN 5 MINS AND WE WERE DECLARING AN EMER. WE PASSED ON THE FUEL AND PAX INFO. MY FO ASKED IF I WANTED TO SAY ANYTHING TO THE FLT ATTENDANTS AND I TOLD HIM TO TELL THE PURSER WHAT WAS GOING ON. WE GOT VECTORED TO FINAL AND COMPLETED THE APCH DSCNT AND FINAL DSCNT CHKLISTS. ON FINAL; OUTSIDE OF THE FAF; WE SAW TFC XING FINAL; BTWN US AND THE ARPT FROM R TO L AND GOT NO TCAS ADVISORY FROM THE TFC WHICH WAS CO-ALT/2000 FT MSL. HE PASSED TO OUR L AND WAS NO FACTOR. I DID NOT WANT A 3RD GAR! WE LANDED UNEVENTFULLY WITH 4800 LBS ON THE FUEL. WE HAD 2600 LBS EXTRA FUEL ON THIS LEG DUE TO WINDS AND ENRTE ISSUES. HAD WE NOT HAD THAT FUEL; WE WOULD HAVE LANDED WITH 2200 LBS; NOT A COMFORTING THOUGHT! WE SENT THE MAINT CODE; AND ASKED FOR A MAINT SUPVR TO MEET AND DEBRIEF US. I DEBRIEFED THE OUTBOUND CREW AND CALLED DISPATCH AND MAINT CTL FOR DEBRIEFING. I ALSO SPOKE WITH THE DUTY MGR; WHO TOLD US TO FILE THE APPROPRIATE RPTS. CLR ISSUES: THIS SCENARIO WOULD MAKE A GREAT PC OR LOFT! I HAVE 15 YRS ON THE AIRPLANE AND WE WERE MORE THAN BUSY. MY FO AND I WORKED WELL TOGETHER AND DUE TO THE NATURE OF ALL OF THE THINGS COMBINED; WE HAD TO WORK SEPARATELY FOR A CONSIDERABLE AMOUNT OF TIME AND THEN COME BACK TOGETHER LATER. THERE WERE MORE THAN ENOUGH DISTRACTERS; THROUGHOUT THE EVENT. THE ONE THING THAT WAS ESPECIALLY UPSETTING WAS THE ATTITUDE OF THE APCH CTLR. HE REALLY WANTED US TO RETURN TO RWY XY; WHICH WAS UNACCEPTABLE DUE TO WINDS. WE STOOD OUR GROUND AND EVENTUALLY GOT WHAT WE WANTED. SUPPLEMENTAL INFO FROM ACN 777410: WE DECLARED AN EMER; RAN THE CHKLIST FOR THE CONFIGN WE WERE IN AND THEN ELECTED TO RESCIND THE EMER DECLARATION AS WE WERE ESSENTIALLY DOING A NORMAL FLAPS 25 DEG LNDG. I ADVISED THE PURSER WHAT HAD HAPPENED AND LET HER KNOW THAT THE SITUATION WAS RESOLVED. WE THEN PROCEEDED TO HAVE A NORMAL APCH AND LNDG. NO LIMITATIONS WERE EXCEEDED AT ANY TIME.

Data retrieved from NASA's ASRS site as of May 2009 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.