Date: 201512
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Initial Approach; Descent
Airspace: Class D ZZZ; Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying; Check Pilot
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion; Workload; Troubleshooting; Human-Machine Interface
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action; Flight Crew Landed in Emergency Condition; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: At FL380 and just prior to top of descent for a heavy-weight night landing; we received a PFD FMA of 'FLAP LIMIT' and noted that the flap gauge indicated 1/2 with symmetrical needles and of course the flap handle was in the up position. We slowed the aircraft below the flaps 1 speed limit and the FMA went away. We also noted a status message of 'FLAP/SLAT ELEC'. We continued descent at slow speed and then attempted to configure for landing. Once we selected flaps 1 we immediately received the EICAS message 'TE FLAP ASYM' and a 'TRAILING EDGE' Discrete light and the flap gauge showed both needles 1/2 way between up and 1 with the Flap handle in the 1 detent. After consulting QRH and having already had this issue in this aircraft previously; our assessment that a heavy-weight; slats-deployed; flaps-up landing would be required. We requested CFR standing by. I was conducting new hire IOE and the student was PF during this leg and I elected to have the student remain PF until we accomplished all checklist items and then I took over PF duties for the landing phase. Landing was uneventful and we had CFR follow us to the gate and they remained with the plane while the brakes continued to cool. This was the 3rd occurrence of this flight control malfunction in this aircraft.Note: New Hire IOE FO did an outstanding job in all aspects of his duties during this event. Unknown (reoccurring) aircraft system malfunction with this AC.


Second narrative: I was the PF while operating flight during my IOE training. Shortly before starting our descent for landing we noticed the SPD FMA changed to FLAP limit FMA. After that the Line Check Airman (LCA) pointed out that the flaps indication was out of the 'up' position. The Status message 'flap/slat elec' was displayed on the status page. It was obvious to us that the airplane believed some flaps were out. We decided to slow down to 230 knots below the flaps 1 speed.We were aware this was a reoccurring problem with Aircraft so we decided to extend flaps early in case it progressed to an additional fault. I called flaps 1 early on the approach and that is when we got the 'TE flap assym' EICAS Caution message. The LCA accomplished the QRH and briefing the plan of action we did a positive exchange of controls. I finish the before landing Checklist and the LCA did the landing. The landing was really good and the aircraft stop with no difficulty. We ask the Fire department to follow us to the gate as one of the brakes was indicating warmer than normal.Reoccurring system malfunction with Aircraft.


Synopsis: A B757 Primary Flight Display FMA annunciated FLAP LIMIT at the top of descent with flap handle up but the flap gauge indicating one half degree symmetrical flaps. With Flaps 1 selection EICAS the alerted TE FLAP ASYM and TRAILING EDGE so the QRH was completed and a normal landing was accomplished with Crash Fire Rescue standing by.