Narrative:

About 5 miles out; at 1500 AGL; on an ILS final; we selected flaps 30 and got caution beeps; two amber master cautions; a trailing edge amber light on; and a te flap asym EICAS message. There was no roll or flap split on the flap gage; but we conferred briefly and decide to go around in order to complete the QRH. The flying for me was more challenging because the auto throttles were placarded inoperative; because we had to leave the gear and flaps down; and the safe flying speed of 160 knots was only 10 knots below the flap 30 placard speed of 170 knots. I elected to push the go around switch and then quickly transitioned to a more stable pitch mode of vertical speed 500 FPM climb to 3000 feet with power/thrust as required to maintain speed. Putting the gear up resulted in endless; extremely loud configuration warnings that cannot be silenced; so we elected to put the gear back down... Over the airport; I hit the LNAV button to stay on the missed approach lateral route; just like we do in the simulator profiles.I have to say; the crew coordination; teamwork and support I got from the other two pilots was simply outstanding. The first officer (first officer) worked the QRH; the relief officer handled communications with ATC (and later with the flight attendants) and I flew the jet. We elected to fly the published missed and then later headed north for vectors for another approach. All pilots were aware of terrain/obstacles (some hills and towers just below us) and we maneuvered some to not overfly these and we coordinated our turns with approach (because we were in and out of radar contact and they were not always aware of our position). We declared may day (x3); but approach was confused by this; and they did not understand until we used 'emergency.' the experienced relief officer was excellent: not only did he back up the first officer on the initial QRH checklists (as per my request); but he also reviewed the emergency landing checklist; he did a brief of the flight attendants; he coordinated with ATC about souls on board/arff/etc; and he remained completely aware and supportive of all of our actions and the state of the airplane. The approximately 500 hour first officer (fresh off of a short break in flying) was also excellent: he worked various checklists (including checking landing data); he was fully in the loop; getting it done or supporting every action that needed to get done. The noise and vibration in the cabin were much higher than normally experienced by flight attendants and passengers. Fortunately; no abrupt maneuvers or power changes. I made a couple of calming pas and also a prepare for landing PA. We did another ILS; landed normally without incident and then taxied to the gate with firetrucks following closely. Arff was not on frequency; but I found out later they were talking to tower on hand held radios. Local ATC was very helpful throughout; although I was a little surprised that they lost radar contact with us repeatedly while we were flying around in the immediate vicinity of the airport.overall; it was what you would hope for in the case of a minor emergency; not a big deal with a great crew. The passengers were very relaxed during the deplaning.

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Original NASA ASRS Text

Title: B767-300 Captain experienced a TE FLAP ASYM EICAS message as the flaps were extended to 30 during approach; with no roll or other indication on the flap gauge. The Captain elected to go-around and perform QRH procedures before returning to land with flaps 30.

Narrative: About 5 miles out; at 1500 AGL; on an ILS final; we selected Flaps 30 and got caution beeps; two amber master cautions; a TRAILING EDGE amber light on; and a TE FLAP ASYM EICAS message. There was no roll or flap split on the flap gage; but we conferred briefly and decide to go around in order to complete the QRH. The flying for me was more challenging because the Auto Throttles were placarded inoperative; because we had to leave the gear and flaps down; and the safe flying speed of 160 knots was only 10 knots below the Flap 30 placard speed of 170 knots. I elected to push the Go Around switch and then quickly transitioned to a more stable pitch mode of Vertical Speed 500 FPM climb to 3000 feet with power/thrust as required to maintain speed. Putting the gear up resulted in endless; extremely loud configuration warnings that cannot be silenced; so we elected to put the gear back down... Over the airport; I hit the LNAV button to stay on the missed approach lateral route; just like we do in the simulator profiles.I have to say; the crew coordination; teamwork and support I got from the other two pilots was simply outstanding. The First Officer (FO) worked the QRH; the Relief Officer handled communications with ATC (and later with the Flight Attendants) and I flew the jet. We elected to fly the published missed and then later headed north for vectors for another approach. All pilots were aware of terrain/obstacles (some hills and towers just below us) and we maneuvered some to not overfly these and we coordinated our turns with Approach (because we were in and out of radar contact and they were not always aware of our position). We declared May Day (x3); but approach was confused by this; and they did not understand until we used 'emergency.' The experienced Relief Officer was excellent: not only did he back up the FO on the initial QRH checklists (as per my request); but he also reviewed the emergency landing checklist; he did a brief of the Flight Attendants; he coordinated with ATC about souls on board/ARFF/etc; and he remained completely aware and supportive of all of our actions and the state of the airplane. The approximately 500 hour FO (fresh off of a short break in flying) was also excellent: he worked various checklists (including checking landing data); he was fully in the loop; getting it done or supporting every action that needed to get done. The noise and vibration in the cabin were much higher than normally experienced by Flight Attendants and passengers. Fortunately; no abrupt maneuvers or power changes. I made a couple of calming PAs and also a prepare for landing PA. We did another ILS; landed normally without incident and then taxied to the gate with firetrucks following closely. ARFF was not on frequency; but I found out later they were talking to tower on hand held radios. Local ATC was very helpful throughout; although I was a little surprised that they lost radar contact with us repeatedly while we were flying around in the immediate vicinity of the airport.Overall; it was what you would hope for in the case of a minor emergency; not a big deal with a great crew. The passengers were very relaxed during the deplaning.

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.