Narrative:

After departure from runway xx; the flying crew was retracting the flaps. We received a 'le slat asym' EICAS; and the flap gauge froze between flaps up and 1 position. An emergency was declared. The aircraft was turned away from the field and we leveled at FL070. Coordination with departure took us to a holding pattern. Enroute to the pattern; we began the checklist for the slat asymmetry issue. The captain elected at that time to begin dumping fuel. That checklist was followed. We dumped approximately 50;000 lbs of fuel. Maintenance control and dispatch were notified. The maintenance controller suggested using the alternate flap procedure to raise the slats. Although that might be a maintenance procedure; it was in direct violation of our checklist; so we opted not to. When dumping was complete; we did follow the alternate flap procedure to position the trailing edge flaps to 20. The gear was lowered and all checklists were completed. We continued in a holding pattern to burn more fuel and lower the landing weight. The captain elected to use emergency authority to land the aircraft overweight. Landing distances were checked with ACARS; the flight manual; and with dispatch. A landing distance of 7500 ft was needed. Runway xx is 10;800 ft. The captain flew a perfect approach and touchdown for the overweight condition. Autobrakes were at 4. Braking began at about 165kts (approach speed was 178kts). The brake temp light illuminated on rollout. We cleared the runway and shutdown the aircraft. The brake temps cooled from a 7 and 8 to a 4 indication about 45 minutes later. Maintenance approved a tow at that time.

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Original NASA ASRS Text

Title: A B767-300 EICAS alterted LE FLAP ASYM after takeoff. An emergency was declared and the aircraft returned to land after dumping fuel.

Narrative: After departure from Runway XX; the flying crew was retracting the flaps. We received a 'LE SLAT ASYM' EICAS; and the Flap Gauge froze between flaps UP and 1 position. An emergency was declared. The aircraft was turned away from the field and we leveled at FL070. Coordination with departure took us to a holding pattern. Enroute to the pattern; we began the checklist for the Slat asymmetry issue. The Captain elected at that time to begin dumping fuel. That checklist was followed. We dumped approximately 50;000 lbs of fuel. Maintenance Control and Dispatch were notified. The Maintenance Controller suggested using the Alternate Flap procedure to raise the slats. Although that might be a maintenance procedure; it was in direct violation of our checklist; so we opted not to. When dumping was complete; we did follow the Alternate Flap procedure to position the Trailing Edge Flaps to 20. The gear was lowered and all checklists were completed. We continued in a holding pattern to burn more fuel and lower the landing weight. The Captain elected to use Emergency Authority to land the aircraft overweight. Landing distances were checked with ACARS; the Flight Manual; and with Dispatch. A landing distance of 7500 ft was needed. Runway XX is 10;800 ft. The Captain flew a perfect approach and touchdown for the overweight condition. Autobrakes were at 4. Braking began at about 165kts (approach speed was 178kts). The brake temp light illuminated on rollout. We cleared the runway and shutdown the aircraft. The brake temps cooled from a 7 and 8 to a 4 indication about 45 minutes later. Maintenance approved a tow at that time.

Data retrieved from NASA's ASRS site as of April 2012 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.