Narrative:

This morning; while operating [our flight] we experienced a 'le flap asymmetry' indication during our climb. After coordination with ATC; we stabilized the aircraft at 5000 ft and on extended vectors. Once stabilized; we opened the QRH and began running the checklist for the 'le flap asymmetry' situation. Our scenario became a little more complicated when trying to contact flight control via satcom (satellite communication). Unfortunately; the satcom turned out to be inoperative; so we then tried to contact flight control on [company communications]. Initially [company communications] dialed with [departure control] did not work as well. As we continued to be vectored around the airspace; we then contacted [departure operations] and relayed our situation to both operations and other [company] aircraft on frequency.while slowing the aircraft in [terminal] airspace we attempted to lower the flaps to 5 but discovered the flaps would not move hydraulically. After discovering no hydraulic flap movement; we raised the flap lever back to the up position. The checklist then directed us to move the flaps via the alternate flap selector to a final setting of flaps 20 when ready for the approach. During that time; the weather back at [the departure airport] had deteriorated with fog lowering RVR to 1;000 at touchdown and midpoint. We were successful in contacting flight control via ACARS while we continued to troubleshoot both satcom and [company communications]. We were finally successful in contacting flight control via [company communications] dialing [an alternate airport]; however; the reception was about 1 by 5 the entire process.we got our information and situation passed along to a subject matter expert who concurred with our decision making process and our plan to proceed to the longest runway available at [alternate airport]. After coordination with ATC; we proceeded to [alternate airport] for the ILS runway 13;000 ft.upon reviewing the QRH checklist again; and our non-normal landing configuration distance for the flaps 20 Vref30+30; we were ready to commence the approach to [land] on extended vectors. While on vectors; we were at 6;000 ft and a clean maneuvering speed of 220 KTS. Our calculated approach speed was 169 KTS. Our weight was 300;000 pounds with about 40;000 pounds of fuel in the wings only. On our initial approach to the ILS; we intercepted the localizer at 6;000 ft and about 7 miles from [assigned fix].we started our configuration using the alternate trailing edge flap selector. However; at our current altitude of 6;000 ft we intercepted the glide slope early and started down. Due to the slow movement from flaps up to flaps 5; we started down the glide slope and immediately increased speed. Instead of trying to fight the increase in speed in our current state; we both agreed that it would be best to discontinue the approach. We notified ATC who had us level at 4;000 ft and then gave us extended vectors for another approach to the ILS. We were at flaps 15 on downwind and upon being cleared for the approach; we were fully configured to come down the glide slope. The landing was uneventful as we conservatively and safely rolled out the entire distance of runway. We were greeted by the rescue crew; and upon coordination with rescue and the tower; we taxied to the gateway.

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Original NASA ASRS Text

Title: B767 flight crew reported that they got a LE Flap Asymmetry indication and the Trailing Edge Flaps would not extend normally.

Narrative: This morning; while operating [our flight] we experienced a 'LE Flap Asymmetry' indication during our climb. After coordination with ATC; we stabilized the aircraft at 5000 FT and on extended vectors. Once stabilized; we opened the QRH and began running the checklist for the 'LE Flap Asymmetry' situation. Our scenario became a little more complicated when trying to contact Flight Control via SATCOM (Satellite Communication). Unfortunately; the SATCOM turned out to be inoperative; so we then tried to contact Flight Control on [Company Communications]. Initially [Company Communications] dialed with [Departure Control] did not work as well. As we continued to be vectored around the airspace; we then contacted [Departure Operations] and relayed our situation to both Operations and other [company] aircraft on frequency.While slowing the aircraft in [Terminal] airspace we attempted to lower the Flaps to 5 but discovered the flaps would not move hydraulically. After discovering no hydraulic flap movement; we raised the Flap Lever back to the Up position. The checklist then directed us to move the flaps via the alternate flap selector to a final setting of flaps 20 when ready for the approach. During that time; the weather back at [the departure airport] had deteriorated with fog lowering RVR to 1;000 at touchdown and midpoint. We were successful in contacting Flight Control via ACARS while we continued to troubleshoot both SATCOM and [Company Communications]. We were finally successful in contacting Flight Control via [Company Communications] dialing [An Alternate Airport]; however; the reception was about 1 by 5 the entire process.We got our information and situation passed along to a Subject Matter Expert who concurred with our decision making process and our plan to proceed to the longest runway available at [Alternate Airport]. After coordination with ATC; we proceeded to [Alternate Airport] for the ILS runway 13;000 FT.Upon reviewing the QRH checklist again; and our non-normal landing configuration distance for the Flaps 20 Vref30+30; we were ready to commence the approach to [land] on extended vectors. While on vectors; we were at 6;000 FT and a clean maneuvering speed of 220 KTS. Our calculated approach speed was 169 KTS. Our weight was 300;000 LBS with about 40;000 LBS of fuel in the wings only. On our initial approach to the ILS; we intercepted the Localizer at 6;000 FT and about 7 miles from [assigned Fix].We started our configuration using the Alternate Trailing Edge Flap selector. However; at our current altitude of 6;000 FT we intercepted the Glide Slope early and started down. Due to the slow movement from Flaps Up to Flaps 5; we started down the Glide Slope and immediately increased speed. Instead of trying to fight the increase in speed in our current state; we both agreed that it would be best to discontinue the approach. We notified ATC who had us level at 4;000 FT and then gave us extended vectors for another approach to the ILS. We were at Flaps 15 on downwind and upon being cleared for the approach; we were fully configured to come down the Glide Slope. The landing was uneventful as we conservatively and safely rolled out the entire distance of runway. We were greeted by the rescue crew; and upon coordination with rescue and the tower; we taxied to the Gateway.

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.