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.

Related reports:

Google
 

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.