CRJ DIVERTS TO A NEARBY ARPT WITH A LONGER RWY WHEN THEY RECEIVE A FLAPS FAIL MSG ON APCH TO ZZZ.

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ON THE RIVER VISUAL APCH TO RWY 19; I WAS PNF; AUTOPLT OFF. GEAR WAS PUT DOWN; CAPT SELECTED FLAPS 30 DEGS; WHEN WE GOT THE FLAPS FAIL AMBER MESSAGE. FLAPS REMAINED AT 20 DEGS. ALT WAS ABOUT 1600 FT; SO I SAID; 'I'M GOING TO CONTINUE ON THE APCH UNTIL YOU GET MISSED APCH INSTRUCTIONS.' CAPT CONTACTED TWR; SAID 'REGAN TWR; ACFT X NEEDS TO GO AROUND; WE HAVE A FLAPS FAIL MESSAGE.' TWR RESPONDED WITH A R TURN TO HDG 180 DEGS AND A CLB TO 3000 FT. I CALLED; 'GO AROUND; GEAR UP;' THEN ADDED PWR; INITIATED THE TURN; AND THE CAPT RETRACTED THE GEAR AND TURNED ON THE AUTOPLT; STATING; 'AUTOPLT ON;' WHICH I ACKNOWLEDGED. CAPT QUERIED ATC ABOUT A PLACE TO HOLD TO RUN THE CHKLIST; AND WE WERE TOLD TO EXPECT VECTORS; NO HOLD AVAILABLE. WHEN WE LEVELED AT 3000 FT; 200 KIAS AND CLR OF THE TERMINAL ENVIRONMENT I CALLED; 'MY RADIOS; QRH; FLAP FAIL MESSAGE.' CAPT ACKNOWLEDGED; AND RAN QRH FLAPS FAIL MESSAGE. DURING THE CHKLIST; FLAPS FAILED TO MOVE OUT OF THE 20 DEG POS; SO THE FLAP SELECTOR WAS LEFT IN THE 20 DEG POS. THE CAPT THEN DECLARED AN EMER TO ATC; SOULS; FUEL; AND TO STANDBY ON THE LNDG REQUEST. AN ACARS MESSAGE TO DISPATCH WENT UNANSWERED; SO CAPT ASKED ME ABOUT DIVERTING TO ZZZ. I CONCURRED; HE COMMUNICATED THIS TO ATC WITH CRASH TRUCK REQUEST; AND WE WERE CLRED DIRECT TO ZZZ. WE DISCUSSED WHICH PLT WOULD LAND; CAPT ASKED ME MY OPINION; AND I STATED THAT I FELT CAPABLE OF A SAFE LNDG CONSIDERING THE RELATIVELY NORMAL APCH SPD (VREF 137); THE LONG RWY; LACK OF RWY SLOPE; ILS AVAILABILITY; VISUAL CONDITIONS; LIGHT WINDS AND ALSO STATED THAT I DIDN'T FEEL ANY KIND OF NERVOUSNESS; TENSION; ADRENALIN; OR DISCOMFORT. CAPT GOT ATIS; I BRIEFED; WE READIED CHARTS; COMPLETED A PRELIMINARY LNDG CHKLIST; AND WITH SOME MORE TIME ENRTE TO ZZZ; THE CAPT REVIEWED A FLAPS 20 DEG APCH AND LNDG TECHNIQUE; READING FROM THE QRH AS WELL AS ADVISING FROM HIS EXPERIENCE. I DESCRIBED THIS BACK TO HIM; AS I UNDERSTOOD IT; A NORMAL APCH TO LNDG; NORMAL PROFILE; SMOOTH TOUCHDOWN LESS THAN 400 FPM; ROLLOUT LONG; USE THRUST REVERSERS FIRST; BRAKES AS NECESSARY; BUT TRY NOT TO USE THEM. CLRED TO LAND ON A VISUAL APCH TO RWY WE FLEW A NORMAL ILS PROFILE; INTERCEPTED THE GS; AND LANDED WITH A 200 FPM TOUCHDOWN; NOSE HIGH; ABOUT 1000 FT PAST THE 1000 FT AIMING MARKERS. THRUST REVERSERS ONLY WERE USED TO SLOW; BRAKES WERE USED LESS THAN 40 KIAS AFTER REVERSERS WERE STOWED. AFTER TURNING OFF THE RWY THE 'OPS' PERSONNEL IN FIRE TRUCKS ASKED GND TO HAVE US HOLD JUST OFF THE RWY TO INSPECT OUR BRAKES. WHEN THEY GAVE TO GO-AHEAD TO GND; WE WERE CLRED TO THE GATE WITH NO FURTHER INCIDENTS. DURING MY WALKAROUND I SPENT 15 MINS INSPECTING THE WING FLAPS AND COULD NOT FIND ANY EVIDENCE OF PHYSICAL DAMAGE; FOREIGN DEBRIS OR OTHER CAUSE OF MALFUNCTION. MAINT AT ZZZ WAS CALLED; AND AFTER 2 ATTEMPTS TO RESET THE CIRCUIT BREAKERS; THE FLAPS WOULD STILL NOT MOVE OUT OF 20 DEGS.