Date: 201210
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Weather elements / visibility: 5
Light: Daylight
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: Trailing Edge Flap
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Human factors: Situational Awareness; Troubleshooting; Workload
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: The flight paperwork contained information that aircraft had a documented history of of EICAS messages; including flap asymmetry that could result in inop autobrakes; thrust reversers and or auto spoilers on landing. The Captain and I discussed this before arriving at the aircraft and during the preflight brief. Flight was normal until the flaps were selected to 1 and we received a message.


Second narrative: The flight paperwork stated that the aircraft had a history of EICAS messages; including flap asymmetry/disagree; which may result in inoperative autobrakes; thrust reversers and/or autospoilers on landing. I contacted Dispatched to discuss the problem and possible plan of action; to include landing on a runway of at least 10;200 FT long if encountered in-flight. I thoroughly reviewed the logbook prior to flight. On approach while extending the flaps/slants to Flaps 1 we received a LE FLAP ASYM EICAS message. We asked for extended vectors to complete the checklist and to call Dispatch. We completed the checklist except for lowering the trailing edge flaps further and called Dispatch. We jointly agreed to land on 15L which offered 12;001 FT runway. We referenced the landing data; non-normal configuration landing distances and brake cooling charts too. The First Officer and I discussed the landing to include the possibility of various braking and autospoiler malfunctions. We then extended the trailing edge flaps normally to flaps 20 and landed via a visual approach to 15L. The reverse and autospoilers responded normally so I was able to use less than full manual braking. I elected to taxi clear and had the fire trucks look us over and stay with us to parking. We shut down the right engine so the aircraft would not roll with the brakes off. We waited for 15 minutes and had '0's on all 4 left brakes and '1's on all four right brakes at their max intensity. With that we called Dispatch and we agreed it was safe to taxi back to the ramp. The inclusion in the Company NOTAMS of the prior malfunction history; and description of what you might expect greatly assisted in a safe resolution of the event. We were able to review the notes prior to departure and together with Dispatch in-flight.


Synopsis: A B767-300 EICAS alerted LE FLAP ASYM EICAS when flaps 1 was selected. This aircraft had a previous history of this anomaly so the crew was prepared for it; had the equipment standing by and completed the abnormal landing.