A B767-300 FLT CREW PERFORMS A GAR AFTER RECEIVING A TRAILING EDGE FLAP DISAGREEMENT LIGHT. AFTER PERFORMING THE CHKLISTS A NORMAL LNDG WAS MADE AT ATL; GA.

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ON APCH TO RWY 27L IN ATL AT THE OM WHEN THE FLAP HANDLE WAS POSITIONED FROM 20 TO 30 DEGS FOR LNDG; WE RECEIVED A TRAILING EDGE FLAP DISAGREEMENT CAUTION MESSAGE; A TRAILING EDGE FLAP DISAGREEMENT; STATUS MESSAGE; THE TRAILING EDGE FLAP WARNING LIGHT AND THE TRAILING EDGE FLAP INDICATOR STOPPED BTWN 20-25 DEGS. A MISSED APCH WAS ACCOMPLISHED WITH TWR. AN EMER WAS DECLARED; ANOTHER APCH WAS REQUESTED; AND EMER EQUIP WAS REQUESTED TO BE AVAILABLE. THE ABNORMAL PROC IN OUR 767 QRH WAS ACCOMPLISHED FOR A TRAILING EDGE FLAP DISAGREEMENT. PA ANNOUNCEMENTS WERE MADE FROM THE COCKPIT TO THE PAX INFORMING THEM THAT WE HAD AN INDICATION THAT WE HAD NOT BEEN ABLE TO SELECT OUR FLAPS TO THE DESIRED POS. THEY WERE ADVISED THAT THEY MIGHT SEE EMER VEHICLES FOLLOWING THE ACFT AFTER LNDG. A SUBSEQUENT UNEVENTFUL APCH AND LNDG WAS ACCOMPLISHED TO RWY 27R. THE ILS FOR RWY 27R WAS REQUESTED AND USED TO BACK UP THE VISUAL APCH. THE FO WAS THE PF DURING BOTH APCHS AND THE LNDG. THE CAPT WAS THE PNF AND COORDINATED AND PERFORMED THE ABNORMAL PROCS AND THE ATC; PAX; FLT ATTENDANT COORD. THE LNDG WAS ACCOMPLISHED WITH AUTOBRAKES IN THE 2 SETTING. SPOILERS AND THRUST REVERSERS WERE USED. THE BRAKES DID NOT OVERHEAT. THE APCH WAS FLOWN AT VREF 20 KTS TO +5 KTS AS PER THE ABNORMAL PROCS. THE MISSED APCH AND SUBSEQUENT LNDG CONSUMED APPROX 3000-3500 LBS OF FUEL. THE EMER WAS TERMINATED AFTER LNDG AND THE ACFT TAXIED WITHOUT ANY ASSISTANCE TO THE GATE. THE PAX DEPLANED AND THE ACFT WAS TURNED OVER TO MAINT.