Narrative:

Taking off; got 'le slat asym' EICAS message; and leading edge annunciator light illuminated. Flap position indicator showed symmetrical flaps between positions 1 and 0. Advised ATC that we wished to stop our climb at 16;000 feet and wished to limit our speed to 220 knots and that we would need vectors into some open airspace to work on the problem. Had first officer (first officer) engage auto flight and take over ATC communications. Advised the purser that we had a flight control problem and that we would be delaying our climb out while working the problem and made public address announcement to passengers. Began QRH procedure and determined procedure led to an abnormal configuration-landing scenario.contacted dispatch and established conference call with maintenance control and chief pilot. Determined there was no inflight fix available and agreed a diversion to a nearby airport was appropriate course of action and that an emergency notification was in order. Had first officer notify ATC of the emergency with ATC and requested holding near the diversion airport to provide time for us to complete preparations for a non-normal configuration landing and to burn fuel to reduce below max landing weight. Advised purser of diversion plan and our expectation of a normal landing (no evacuation prep) with emergency vehicles standing by as a precaution. Advised passengers of our diversion plan and estimated time of arrival (ETA) and our expectation of a normal landing. Completed remaining steps in QRH procedure and configured for a flaps 20; no slat landing with gear down; and APU running to expedite fuel burn down to max landing weight. Provided dispatch with planned arrival ETA. Briefed for and conducted an ILS approach to a normal landing without further incident with first officer flying the aircraft. First officer is to be commended for fine airmanship and exemplary CRM skills.

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Original NASA ASRS Text

Title: B757 flight crew reported experiencing an uncorrectable slat malfunction on departure necessitating an emergency diversion.

Narrative: Taking off; got 'LE SLAT ASYM' EICAS Message; and LEADING EDGE annunciator light illuminated. Flap position indicator showed symmetrical flaps between positions 1 and 0. Advised ATC that we wished to stop our climb at 16;000 feet and wished to limit our speed to 220 knots and that we would need vectors into some open airspace to work on the problem. Had First Officer (FO) engage auto flight and take over ATC communications. Advised the Purser that we had a flight control problem and that we would be delaying our climb out while working the problem and made public Address Announcement to passengers. Began QRH procedure and determined procedure led to an abnormal configuration-landing scenario.Contacted Dispatch and established conference call with Maintenance Control and Chief Pilot. Determined there was no inflight fix available and agreed a diversion to a nearby Airport was appropriate course of action and that an Emergency notification was in order. Had FO notify ATC of the Emergency with ATC and requested holding near the diversion airport to provide time for us to complete preparations for a non-normal configuration landing and to burn fuel to reduce below max landing weight. Advised Purser of diversion plan and our expectation of a normal landing (no evacuation prep) with Emergency vehicles standing by as a precaution. Advised passengers of our diversion plan and Estimated Time of Arrival (ETA) and our expectation of a normal landing. Completed remaining steps in QRH procedure and configured for a flaps 20; no slat landing with gear down; and APU Running to expedite fuel burn down to max landing weight. Provided Dispatch with planned arrival ETA. Briefed for and conducted an ILS approach to a normal landing without further incident with FO flying the aircraft. FO is to be commended for fine airmanship and exemplary CRM skills.

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.