Narrative:

While descending into jfk with a clearance from 13000 ft to 8000 ft; we were asked to slow from 250 KTS to 210 KTS. Just below 220 KTS; with speed brakes extended; the first officer (PF) asked for flaps 1 degree. Immediately after selecting flaps 1 degree; we got trailing edge flap asymmetry EICAS message. I told ATC we had a flap problem and wanted to hold so we could run some checklists. They gave us a heading and altitude (9000 ft) rather than a hold. Jfk was using the canarsie VOR approach to runway 13L with winds of 200 degrees/16 KTS gusting 24 KTS. The first officer and I agreed first that we wanted a straight in approach to runway 22L or runway 22R rather than the semi-circling arrival to runway 13L with little or no flaps; then completed the trailing edge flap asymmetry checklist. We checked the landing distance for our confign. The first officer flew and took over the radio communication while I read the checklist. I advised the purser of the situation and told her to do a cabin advisory. We did not declare an emergency but did ask for the fire equipment as a precaution. I sent an ACARS message to dispatch advising them of our situation and that we had asked for the fire trucks. I made a PA announcement to the passenger that our landing would be faster than normal; that the fire trucks would be along side of us; but that we expected normal operations on landing and taxi to the gate. Vref was 159. Selected automatic brakes #3. The first officer flew the ILS approach on GS; made a slightly firm landing with no floating on runway 22L; and turned off at taxiway J; our normal turn-off point; with no problems. We advised the tower that we had no problems and proceeded to the gate where we were met by maintenance. We debriefed maintenance at the gate. ATC did ask several times when we'd be ready for landing. This is slightly distracting and interrupted the checklist; but is manageable.

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Original NASA ASRS Text

Title: A B757-200 CREW EXPERIENCED A TRAILING EDGE FLAP ASYMMETRY. THE BEFORE LNDG PROCS WERE ACCOMPLISHED FOLLOWED BY A NORMAL LNDG.

Narrative: WHILE DSNDING INTO JFK WITH A CLRNC FROM 13000 FT TO 8000 FT; WE WERE ASKED TO SLOW FROM 250 KTS TO 210 KTS. JUST BELOW 220 KTS; WITH SPD BRAKES EXTENDED; THE FO (PF) ASKED FOR FLAPS 1 DEG. IMMEDIATELY AFTER SELECTING FLAPS 1 DEG; WE GOT TRAILING EDGE FLAP ASYMMETRY EICAS MESSAGE. I TOLD ATC WE HAD A FLAP PROB AND WANTED TO HOLD SO WE COULD RUN SOME CHKLISTS. THEY GAVE US A HDG AND ALT (9000 FT) RATHER THAN A HOLD. JFK WAS USING THE CANARSIE VOR APCH TO RWY 13L WITH WINDS OF 200 DEGS/16 KTS GUSTING 24 KTS. THE FO AND I AGREED FIRST THAT WE WANTED A STRAIGHT IN APCH TO RWY 22L OR RWY 22R RATHER THAN THE SEMI-CIRCLING ARR TO RWY 13L WITH LITTLE OR NO FLAPS; THEN COMPLETED THE TRAILING EDGE FLAP ASYMMETRY CHKLIST. WE CHKED THE LNDG DISTANCE FOR OUR CONFIGN. THE FO FLEW AND TOOK OVER THE RADIO COM WHILE I READ THE CHKLIST. I ADVISED THE PURSER OF THE SITUATION AND TOLD HER TO DO A CABIN ADVISORY. WE DID NOT DECLARE AN EMER BUT DID ASK FOR THE FIRE EQUIP AS A PRECAUTION. I SENT AN ACARS MESSAGE TO DISPATCH ADVISING THEM OF OUR SITUATION AND THAT WE HAD ASKED FOR THE FIRE TRUCKS. I MADE A PA ANNOUNCEMENT TO THE PAX THAT OUR LNDG WOULD BE FASTER THAN NORMAL; THAT THE FIRE TRUCKS WOULD BE ALONG SIDE OF US; BUT THAT WE EXPECTED NORMAL OPS ON LNDG AND TAXI TO THE GATE. VREF WAS 159. SELECTED AUTO BRAKES #3. THE FO FLEW THE ILS APCH ON GS; MADE A SLIGHTLY FIRM LNDG WITH NO FLOATING ON RWY 22L; AND TURNED OFF AT TXWY J; OUR NORMAL TURN-OFF POINT; WITH NO PROBS. WE ADVISED THE TWR THAT WE HAD NO PROBS AND PROCEEDED TO THE GATE WHERE WE WERE MET BY MAINT. WE DEBRIEFED MAINT AT THE GATE. ATC DID ASK SEVERAL TIMES WHEN WE'D BE READY FOR LNDG. THIS IS SLIGHTLY DISTRACTING AND INTERRUPTED THE CHKLIST; BUT IS MANAGEABLE.

Data retrieved from NASA's ASRS site as of January 2009 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.