B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Workload; Training / Qualification; Human-Machine Interface; Distraction; Confusion; Communication Breakdown
Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew Executed Go Around / Missed Approach; Flight Crew Landed in Emergency Condition; Flight Crew FLC Overrode Automation; General Maintenance Action
Aircraft; Human Factors
After a 10 hour flight; and upon approach to runway XY; approaching 1;400 feet AGL; I asked for flaps 25. When FO moved flap; handle to 25; the 'leading edge slat disagree' light illuminated. I told the FO we would go-around; & he relayed the info to the tower. Tower then gave us runway heading & climb to 3000 feet. Flaps indicated 25; & we left them there on climb out. During the initial climb out; airspeed got to 220 kts; which is an over speed for flaps 25. It was a momentary speed & we quickly reduced the speed to 170 (flap 25 speed is 180). I was flying the aircraft & talking with ATC. The FO & relief pilot went through the proper QRH checklist. I told tower we wanted to land on the [longer parallel runway] & that was approved. FO then went thru the landing checklist again; in its entirety; & I told tower we were ready for the approach. We were in & out of icing throughout the entire event. I [asked ATC for priority] due to the uncertainty of the positioning of the flaps & slats; & the poor weather conditions at Airport ZZZ. Braking conditions were not available for the runway; but tower said it had been cleared. The relief First Officer checked the runway length required for landing; using wet runway with braking action poor. [Parallel runway] far exceeded our length requirements. The landing was smooth & uneventful. The ARFF trucks followed us to the first available high speed taxiway. We stopped the aircraft once clear of the runway; & had ARFF check the aircraft for any damage or anything unusual. The report was negative; & we were cleared to taxi to our gate. Upon taxi in; we contacted aircraft maintenance & they said to leave the flap handle in the 25 position. No pax reported injuries; & the deplaning was normal.
Captain said we needed to do a go around and work the problem. Do not know if he pressed TOGA. I believe he asked [PNF] FO to tell ATC we were going around; he began to add power and shortly after FO raised the gear. This caused the gear not down configuration warning to activate. Very distracting warning during a high workload time. CA eventually asked for the gear override switch to be pressed to silence the warning.Once a go around is indicated; execute without hesitation. Icing; IFR; very rapid loss of 40 knot tailwind at about 2000 FT; and a long flight were all contributing factors/distractors during event.
A B767-300ER flight crew experienced receipt of a L/E SLAT DISAGREE message upon selecting a landing flap setting of 25 degrees and the PF called for a go-around during which the landing gear was retracted; autoflight modes and autothrottles were deselected or misemployed...due in part to the blaring landing gear warning horn which was a substantial distraction until silenced. A subsequent flap over speed occurred when the thrust levers were not retarded in a timely manner. They advised ATC; completed the associated QRH and checklists; requested a longer runway and landed safely.