Narrative:

The trailing edge flaps on our B767-200 failed to extend when selected to 5 degrees. We were at 2;000 ft on a base leg to the landing runway. The yellow caution te flaps disagree message was displayed on the EICAS along with the discrete light on the instrument panel. I was the flying pilot; and continued to fly the aircraft; as the captain informed ATC that we would need vectors to troubleshoot our situation. We received the requested vectors. I continued to devote my full attention to flying and communicating; while the captain ran the appropriate QRH checklists.upon running the QRH procedure for te flap disagree; it became evident that the flaps were stuck at 1 degree. The QRH procedures failed to move the flaps. Given the complicated nature of this particular checklist; which directed us to jump around in the QRH; we decided to double check our work. To do this; I transferred control of the aircraft to the captain and then re-read the QRH checklists myself. All procedures were confirmed as correct. The captain then transferred control of the aircraft back to me so that he could communicate with ATC; the cabin crew; and our passengers.an emergency was declared and we made an uneventful flaps 1 landing. We communicated to ATC that no further assistance was required; and we taxied to the gate normally. This issue did not catch us completely off guard. The exact same problem was written up previously. A review of the maintenance sign off indicated that the problem could not be duplicated.I would like to credit our simulator training for making this event seem almost routine. The flap malfunction scenario is a favorite of our check airman given the lengthy nature of these checklists. I would also like to commend the captain for his professional handling of this situation. He immediately placed our priority on ensuring that one of us was fully devoted to flying the aircraft. This is why; given the luxury of time; we double checked the QRH procedures individually.

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Original NASA ASRS Text

Title: A B767-200ER flight crew declared an emergency and landed safely with flaps 1 after QRH procedures failed to resolve a TE FLAPS DISAGREE EICAS warning.

Narrative: The trailing edge flaps on our B767-200 failed to extend when selected to 5 degrees. We were at 2;000 FT on a base leg to the landing runway. The yellow caution TE FLAPS DISAGREE message was displayed on the EICAS along with the discrete light on the instrument panel. I was the flying pilot; and continued to fly the aircraft; as the Captain informed ATC that we would need vectors to troubleshoot our situation. We received the requested vectors. I continued to devote my full attention to flying and communicating; while the Captain ran the appropriate QRH checklists.Upon running the QRH procedure for TE FLAP DISAGREE; it became evident that the flaps were stuck at 1 degree. The QRH procedures failed to move the flaps. Given the complicated nature of this particular checklist; which directed us to jump around in the QRH; we decided to double check our work. To do this; I transferred control of the aircraft to the Captain and then re-read the QRH checklists myself. All procedures were confirmed as correct. The Captain then transferred control of the aircraft back to me so that he could communicate with ATC; the cabin crew; and our passengers.An emergency was declared and we made an uneventful flaps 1 landing. We communicated to ATC that no further assistance was required; and we taxied to the gate normally. This issue did not catch us completely off guard. The exact same problem was written up previously. A review of the maintenance sign off indicated that the problem could not be duplicated.I would like to credit our simulator training for making this event seem almost routine. The flap malfunction scenario is a favorite of our check airman given the lengthy nature of these checklists. I would also like to commend the Captain for his professional handling of this situation. He immediately placed our priority on ensuring that one of us was fully devoted to flying the aircraft. This is why; given the luxury of time; we double checked the QRH procedures individually.

Data retrieved from NASA's ASRS site as of April 2012 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.