Date: 201207
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 30
Light: Dusk
Aircraft: B767-300 and 300 ER
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Human factors: Human-Machine Interface
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency; General Maintenance Action
Contributing factors: Procedure; Aircraft; Company Policy
Primary problem: Ambiguous

Narrative: Our aircraft had a history of air/ground logic anomalies. We accepted it for the flight as no deferral was noted for this specific item and we understood the anomaly to be sporadic and would most likely reveal itself; if at all; in a nuisance status level message that would effect dispatch-ability only and would not effect safety as the aircraft was presented to us as Airworthy. Departure was delayed roughly 70 minutes due to flow control into our destination. Takeoff and climb were uneventful. A short time after top of climb we received a status level message 'LDG GEAR MONITOR.' We discussed this and agreed no actions or concerns were warranted as this message had been a recurring one on this aircraft. Approximately 30 minutes later we received an ACARS message from flight control signed by the B-757/767 Chief Pilot stating: Maintenance Control was receiving electronic monitoring information from our aircraft that our right side brace was indicating down and locked. This was a recurring problem on this aircraft and the aircraft was airworthy. It went on to state that past crews that have experienced this anomaly had also experienced en route; on approach; or upon landing the following EICAS messages: LE SLAT ASSYMETRY; LE SLAT DISAGREE; AUTOBRAKES; AUTO SPEEDBRAKE. The message from flight control was quite lengthy (approximately 8 pages). We all discussed the possibilities and; as no EICAS messages were displayed at this time; we continued on to our destination. We determined our worst case landing distance requirement in the AOM Non-standard landing distance chart and determined our destination runways in use were sufficient if any flap or speedbrake problems presented themselves. The flight continued without issue during the arrival while being vectored for the ILS the Captain called for and I selected flaps to one. Shortly after flaps reached the flaps one position we received the EICAS Message' LE SLAT ASYMMETRY.' The Captain continued as pilot flying and advised me he had the radios. He then asked me to run the LE SLAT ASYMMETRY checklist while he advised Approach of our situation and declared an emergency. I completed the checklist as we approached the final approach fix in VMC and we landed without incident.After clearing the runway and assessing the aircraft condition we noticed the aircraft was still showing signs of an AIR/GROUND LOGIC FAULT as many systems were not working in a state normal for its position on the ground. After considering the condition of the aircraft we determined it was safe to taxi to the ramp without assistance. After arriving at the gate we recorded the write-ups in the aircraft logbook and handed the aircraft over to Maintenance. The Captain then advised Dispatch and Crew Scheduling we considered this aircraft to be out of service and were unwilling to fly it until this recurring problem was identified; corrected and the aircraft test flown.




Synopsis: After accepting a B767-300 with a history of air/ground logic anomalies for a short turn-a-round sequence; the flight crew was confronted with a flap asymmetry condition for landing after the outbound leg. Their Maintenance Department was also receiving automated fault condition warnings that had previously been precursors to multiple previous flap and speedbrake anomalies. After completing a safe approach and landing the flight crew wrote the aircraft up as unfit for further flight.