B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 40; Flight Crew Total 16000; Flight Crew Type 5000
Aircraft Equipment Problem Less Severe
Flight Crew Landed in Emergency Condition; General Maintenance Action; General Declared Emergency
Procedure; Aircraft
Upon selecting flaps one EICAS message LE FLAP ASYM. Ran checklist and landed with TE FLAPS 20 and Vref 30 + 30 (168 KIAS). Weight 295.0. Declared an emergency due to high approach and landing speed. Requested equipment on stand by. This aircraft has a long history of similar problems. Discussed these with Maintenance prior to departure.
Aircraft with extensive past history of flap/slat anomalies. Flight was normal until flaps 1 setting was selected on downwind during the approach phase. Immediately thereafter; a Leading Edge Slat Assy EICAS message was displayed; but with the aircraft concurrently not showing physical signs of a flight control asymmetry. Per procedures; the LE Slat Assy checklist was conducted. ATC vectored us north to work the problem; and then turned us back around for the approach. In the incipient stages of being vectored back for approach; we decided to declare an emergency and asked for men and equipment due to the Vref+30 approach speed (168); and the possibility of hot brakes. This; I believe turned out to be a prudent move; as the brakes were indeed hot upon landing; and CFR was in close proximity should a brake fire have presented itself. Upon block in; I saw no higher than peaks of 5's on the Number 2 and 6 brakes; with other wheels yielding temperature readings of 3's and 4's. Although these numbers do not represent extremely high brake temperatures; the brakes were indeed hot; with brake shoe smoke being emitted in the vicinity of the left main gear in particular; not something normally seen. Anyhow; after emergency declaration; and again; in anticipation of hot brakes; we attempted to contact the company via radio; to no avail after two attempts. Our intention was to warn personnel off from approaching the aircraft after block in; for chocks; or otherwise. Ultimately; we gave ATC the phone number; and asked them to forward this information; as well as the 'emergency status' inbound. In the close proximity to landing that we were operating; this was the fastest way to get this information passed. Ultimately; ATC was successful in passing the information; and the company complied with these instructions; which were re-enforced via radio contact while taxiing in. (As an additional side note; the Nose Air/Ground Disagree Status message emerged once the nose gear touched down during the landing phase. This; as I understand; has been common to the now obviously yet to be resolved issues with this aircraft. No additional actions were taken with regard to this message during the short taxi in.) Although I am not a mechanic; I believe this hull number; with its numerous exposures to high brake energy events; has potential for premature landing gear/brake system wear and shortened service life of the same. In my view; this should be closely considered with respect to the ongoing actions necessary for the continued safety of flight for this aircraft.
B767-300 flight crew experiences a LE FLAP ASYM during approach when flaps are selected to one. The QRH is consulted resulting in landing with TE FLAPS 20 and Vref 30 + 30 (168 KIAS). The aircraft had a long history of similar problems.