B757 Undifferentiated or Other Model
Flight Crew Last 90 Days 150; Flight Crew Total 20000; Flight Crew Type 2000
Time Pressure; Distraction; Confusion; Workload
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; General Declared Emergency
Airspace Structure; Environment - Non Weather Related; Procedure; Aircraft; Weather
On approach to ILS 13L; TRAILING EDGE FLAP DISAGREE displayed on EICAS once flaps 25 was selected on approach. Go-around initiated and TE Flap Disagree Checklist was accomplished from the QRH. When checklist reached Step 6; training edge light was extinguished and flaps 20 were planned for landing. Due to gusty crosswinds; Runway 22L was requested so landing could be made into the wind as opposed to a significant crosswind at increased landing speed due to flaps 20 landing. Extensive vectors ensued as the TRACON attempted to turn off the ILS for 13L and turn on ILS for 22L. Eventually the TRACON offered VOR/DME to 22L which we accepted. Approach Control led us to believe that we would be vectored immediately; so flaps 20 were maintained given the extensive time to retract/extend flaps using the alternate method as well as the fact that we had our desired flap setting and did not want to risk further configuration issues. The approach to [Runway] 22L resulted in a go-around as a fog bank obscured approach end of [Runway] 22L at MDA. At that point winds had subsided; and we requested ILS 13L for immediate landing as fuel had reached about 7;000 LBS due to extensive maneuvering at low altitudes and flaps 20. In order to ensure immediate return to airport we declared an emergency due to potential low fuel; and were vectored for the ILS 13L. QRH was used to determine abnormal configuration landing distance. Landing performed on [Runway] 13L and emergency vehicle assistance was not required. Taxied to gate normally; T/E FLAP DISAGREE written up and Maintenance debriefed in person. [We had] 6;000 LBS of fuel at shutdown. The Duty Manager was notified by phone of emergency declaration.
On ILS 13L approach we received a TE FLAP disagree light and EICAS while configuring for final landing. We elected to discontinue our approach to run the TE FLAP Disagree Non Normal Checklist. ATC provided delaying vectors while we configured the plane for a flaps 20 approach as the checklist directed. We decided that the winds were more favorable on Runway 22L for a non standard approach and coordinated with ATC to arrange the ILS to that runway. This took much longer than anticipated with the final result being issued the VOR approach to Runway 22L at the last minute. We quickly set up for the new approach but unfortunately did not see the runway at minimums and had to again go missed approach. By this point our fuel state was becoming a greater concern than the non standard configuration for landing so we requested immediate vectors to the ILS 13L as the winds were now more favorable for that approach. We ended up breaking out early and were able to then fly a non eventful flaps 20 landing to Runway 13L in visual conditions.
A B757 EICAS alerted TRAILING EDGE FLAP DISAGREE when flaps 25 was selected on approach so a go-around followed; as a result of winds a runway change was requested. After a second go-around was executed this time due to low visibility; a fuel emergency was declared followed by with a safe landing with 6;000 LBS remaining.