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B767 captain reported a leading edge slat disagree EICAS message.
| Attributes | |
| ACN | 1666263 |
| Time | |
| Date | 201907 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZZ.Airport |
| State Reference | FO |
| Environment | |
| Flight Conditions | VMC |
| Light | Dusk |
| Aircraft 1 | |
| Make Model Name | B767-300 and 300 ER |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Initial Approach |
| Flight Plan | IFR |
| Person 1 | |
| Function | Captain Pilot Flying |
| Qualification | Flight Crew Multiengine Flight Crew Instrument Flight Crew Air Transport Pilot (ATP) |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe |
Narrative:
5 minutes after top of climb; got an EICAS warning 'le slat disagree' slat flap indicator was showing both slats and flaps stowed. QRH. Notified [operations] and [maintenance]; we chose to continue flying to ZZZZ. We had time to prepare; approaching top of descent we swapped controls and I took over as the flying pilot; we had discussed to [advise ATC] once we were with ZZZZ approach and as we did that they offered us a direct to the marker for the ILS Y xxr; we elected to stay in the RNAV STAR as we had briefed; to properly and timely do the leading edge slat disagree checklist. The leading edge slat disagree light extinguished after flaps 1 were selected; but it came back after we extended the flaps to 5 and point 8 of the checklist directed us to execute the leading edge slat asymmetry checklist. We then prepared for using trailing edge flaps 20 and vref 30 + 30 for landing. Obviously since ZZZZ sits at [over 8;000 feet] of elevation; the concern was not exceeding max tire speed at touchdown; we determined that our true airspeed at touchdown would be 186 KTS due to the fact that we were flying a very light airplane VREF30+30 was 155; vapp 160. Aided by a slight crosswind; GS at touchdown was 178. When we [advised ATC] we declined assistance after landing; but they rolled out the emergency trucks; which followed us to our parking spot. The landing was uneventful; I think the HUD is a tremendous asset landing an airplane with a broken wing.
Original NASA ASRS Text
Title: B767 Captain reported a Leading Edge Slat Disagree EICAS message.
Narrative: 5 minutes after top of climb; got an EICAS warning 'LE Slat Disagree' Slat flap indicator was showing both slats and flaps stowed. QRH. Notified [Operations] and [Maintenance]; we chose to continue flying to ZZZZ. We had time to prepare; approaching top of descent we swapped controls and I took over as the flying pilot; we had discussed to [advise ATC] once we were with ZZZZ approach and as we did that they offered us a direct to the marker for the ILS Y XXR; we elected to stay in the RNAV STAR as we had briefed; to properly and timely do the LEADING EDGE SLAT DISAGREE checklist. The leading edge Slat disagree light extinguished after flaps 1 were selected; but it came back after we extended the flaps to 5 and point 8 of the checklist directed us to execute the LEADING EDGE SLAT ASYMMETRY checklist. We then prepared for Using trailing edge flaps 20 and VREF 30 + 30 for landing. Obviously since ZZZZ sits at [over 8;000 feet] of elevation; the concern was not exceeding max tire speed at touchdown; we determined that our true airspeed at touchdown would be 186 KTS due to the fact that we were flying a very light airplane VREF30+30 was 155; VAPP 160. Aided by a slight crosswind; GS at touchdown was 178. When we [advised ATC] we declined assistance after landing; but they rolled out the emergency trucks; which followed us to our parking spot. The landing was uneventful; I think the HUD is a tremendous asset landing an airplane with a broken wing.
Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.