Narrative:

Taxi out and takeoff roll were uneventful. On climbout at flap retraction received a lvl 1 ail deflect inoperative followed by lvl 2 ail deflect disag. The aircraft started a commanded roll to the left which the first officer corrected for and continued flying the aircraft. The slats were still extended. The captain and relief pilot ran the ail deflect disag QRH; but got no resolution. The checklist says to try and use the aileron deflect ovrd switch; but ours didn't work. Later on the ground at the diversion airport; maintenance told us that the ail deflect circuit breaker had popped on climbout and was not letting us reset the system per the QRH. As we continued to climb I had the relief pilot get on satcom to the company to see if maintenance control could help; while I kept trying to get departure to understand what was happening. The language barrier was hindering my ability to get the correct altitude we needed. Departure wanted us to keep climbing and we wanted to level off because the slats were still extended. After several minutes of back and forth; we declared an emergency and asked to go to a nearby airport airspace. I talked to maintenance control quickly on satcom and we all agreed we would need to do a divert and I decided to go to nearby airport. Dispatch was also in the loop at this point and I ask them to let all the appropriate gateways know of our condition. I also had dispatch notify the divert airport of our intention to dump fuel in their airspace since our departure airport control didn't understand we needed to dump fuel. This helped expedite our divert since the divert airport control already knew of our intentions. We finally were given clearance to enter the divert airspace and we coordinated with them to dump 124;000 pounds of fuel to get below maximum landing weight; which took about 25 minutes. During the fuel dump I took over the pilot flying duties for the rest of the flight. The entire flight was hand flown due to the fact that the autopilot couldn't handle the roll from the aileron. After the fuel dump; we flew the ILS to runway 7L. I configured early and still found that the aircraft wanted to roll. The landing was uneventful; flaps 35. The crew worked well together and everyone had good input into finding solutions to the series of issues we faced.

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Original NASA ASRS Text

Title: After takeoff a MD-11 EICAS alerted LVL 1 AIL DEFLECT INOP followed by LVL 2 AIL DEFLECT DISAG so an emergency was declared and because of language difficulty the fuel dump and divert to a nearby airport were difficult.

Narrative: Taxi out and takeoff roll were uneventful. On climbout at flap retraction received a LVL 1 AIL DEFLECT INOP followed by LVL 2 AIL DEFLECT DISAG. The aircraft started a commanded roll to the left which the First Officer corrected for and continued flying the aircraft. The slats were still extended. The Captain and Relief Pilot ran the AIL DEFLECT DISAG QRH; but got no resolution. The checklist says to try and use the Aileron Deflect OVRD switch; but ours didn't work. Later on the ground at the diversion airport; Maintenance told us that the AIL DEFLECT Circuit Breaker had popped on climbout and was not letting us reset the system per the QRH. As we continued to climb I had the Relief Pilot get on SATCOM to the Company to see if Maintenance Control could help; while I kept trying to get Departure to understand what was happening. The language barrier was hindering my ability to get the correct altitude we needed. Departure wanted us to keep climbing and we wanted to level off because the slats were still extended. After several minutes of back and forth; we declared an emergency and asked to go to a nearby airport airspace. I talked to Maintenance Control quickly on SATCOM and we all agreed we would need to do a divert and I decided to go to nearby airport. Dispatch was also in the loop at this point and I ask them to let all the appropriate gateways know of our condition. I also had Dispatch notify the divert airport of our intention to dump fuel in their airspace since our Departure Airport Control didn't understand we needed to dump fuel. This helped expedite our divert since the Divert Airport Control already knew of our intentions. We finally were given clearance to enter the divert airspace and we coordinated with them to dump 124;000 LBS of fuel to get below maximum landing weight; which took about 25 minutes. During the fuel dump I took over the pilot flying duties for the rest of the flight. The entire flight was hand flown due to the fact that the autopilot couldn't handle the roll from the Aileron. After the fuel dump; we flew the ILS to Runway 7L. I configured early and still found that the aircraft wanted to roll. The landing was uneventful; flaps 35. The crew worked well together and everyone had good input into finding solutions to the series of issues we faced.

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.