A B767-300 that had recently come out of maintenance for problems with air/ground logic had a repeat...

Narrative:

This aircraft had recently come out of maintenance for previous problems with air/ground logic. Our departure papers stated that the aircraft was determined to be airworthy; and in addition; described the previous problems and what other crews had experienced. These problems basically included: possible partial-flaps landing; no reverse thrust; no autospoilers; and no autobrakes. On the first leg; we experienced no problems. On the second leg; approximately halfway to destination we received the [EICAS] status message 'lnd gear monitor'. This was the problem discussed in our departure papers. We discussed the problem and the possible implications with each other and with dispatch. We determined that based on our current situation (aircraft weight; weather; wind; runway conditions and length; etc.); the best action would be to continue to destination. While enroute; we discussed the possible failures we could have during approach and upon touchdown and reviewed their associated checklists. Upon check-in with approach control we advised them of our situation and that we may need extra time/airspace for the approach. Upon the initial selection of flaps; we received a 'le slat asym' message. We ran the appropriate checklist which led us to a flaps 20 landing and a vref 30+30 (approximately 161 KTS). At this time; the captain declared a precautionary emergency with approach control. Upon touchdown; I immediately determined that the thrust reversers were locked out and not available. I decided not to wait and see if the autobrakes would work and manually applied steady; even braking with the intent on using the entire runway length. The captain also immediately applied manual spoilers. Upon exiting the runway at the end; we discussed our rather long taxi route and the high possibility of a brake overheat situation. We decided to inform tower that we would need to shut down and be towed to our ramp; which we did. While monitoring the brake temperatures while being towed in; we determined that we would have most certainly experienced a brake overheat situation.

Original NASA ASRS Text

Title: A B767-300 that had recently come out of maintenance for problems with air/ground logic had a repeat LND GEAR MONITOR EICAS message during cruise and a LE SLAT ASYM EICAS message upon arrival at their destination. The flight crew declared an emergency and after landing was towed to the gate.

Narrative: This aircraft had recently come out of maintenance for previous problems with air/ground logic. Our departure papers stated that the aircraft was determined to be airworthy; and in addition; described the previous problems and what other crews had experienced. These problems basically included: possible partial-flaps landing; no reverse thrust; no autospoilers; and no autobrakes. On the first leg; we experienced no problems. On the second leg; approximately halfway to destination we received the [EICAS] status message 'LND GEAR MONITOR'. This was the problem discussed in our departure papers. We discussed the problem and the possible implications with each other and with Dispatch. We determined that based on our current situation (aircraft weight; weather; wind; runway conditions and length; etc.); the best action would be to continue to destination. While enroute; we discussed the possible failures we could have during approach and upon touchdown and reviewed their associated checklists. Upon check-in with Approach Control we advised them of our situation and that we may need extra time/airspace for the approach. Upon the initial selection of flaps; we received a 'LE SLAT ASYM' message. We ran the appropriate checklist which led us to a flaps 20 landing and a Vref 30+30 (approximately 161 KTS). At this time; the Captain declared a precautionary emergency with Approach Control. Upon touchdown; I immediately determined that the thrust reversers were locked out and not available. I decided not to wait and see if the autobrakes would work and manually applied steady; even braking with the intent on using the entire runway length. The Captain also immediately applied manual spoilers. Upon exiting the runway at the end; we discussed our rather long taxi route and the high possibility of a brake overheat situation. We decided to inform Tower that we would need to shut down and be towed to our ramp; which we did. While monitoring the brake temperatures while being towed in; we determined that we would have most certainly experienced a brake overheat situation.

Data retrieved from NASA's ASRS site as of July 2013 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.

Attributes
ACN	1078171
Time
Date	201304
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B767-300 and 300 ER
Operating Under FAR Part	Part 121
Flight Phase	Cruise
Flight Plan	IFR
Component
Aircraft Component	Squat Switch
Person 1
Function	First Officer Pilot Flying
Experience	Flight Crew Last 90 Days 120 Flight Crew Total 8700 Flight Crew Type 2200
Person 2
Function	Captain Pilot Not Flying
Experience	Flight Crew Last 90 Days 123 Flight Crew Total 12720 Flight Crew Type 7209
Events
Anomaly	Aircraft Equipment Problem Critical

A B767-300 that had recently come out of maintenance for problems with air/ground logic had a repeat lnd gear monitor EICAS message during cruise and a le slat asym EICAS message upon arrival at their destination. The flight crew declared an emergency and after landing was towed to the gate.