Narrative:

Arriving on the visual [approach]; configured gear down and flaps 20 degrees-all normal. I called for flaps 30 and the first officer advised me that the left flap indicator showed 30 and the right flap indicator showed 20. I considered continuing the approach and landing; since although I felt the asymmetry; I didn't think it would prevent a safe landing. Being new to the 757/767 fleet and my first officer having been on it for 3 years; I quickly considered a go-around to solve the problem; based on: having excellent weather conditions; and having 2 hours of fuel on board. I called for a go-around; asked the first officer to advise the tower. We executed a go-around and I instinctively called for flaps 20. My first officer asked if I was sure and I realized better to deal with the known than the unknown. I said no leave 30; then asked for gear up and of course immediately realized the error; as the gear warning went off. So we immediately lowered the gear so we could hear each other and be able to think.we executed the go-around first to 3000 ft and then to 5000 ft per ATC. I tried twice to engage the ap at 3000 ft and again at 5000 ft. It kept engaging for about 10 seconds then it would disengage. I flew the airplane manually. I had a handful as it felt very wing heavy on one side (I can't remember which). I called for the flap asymmetry checklist. We ran the checklist and there was no solution to our problem. We [advised ATC] and asked for vectors back to [the runway]. We requested that crash fire rescue equipment be available for our landing; briefed the fas; and asked ATC to advise dispatch; as we had little time to do anything else. We landed without incident. Crash fire rescue equipment followed us and I had the first officer ask if they noticed anything unusual. Crash fire rescue equipment replied no. I then advised the first officer to tell ATC we would taxi to the gate; but have crash fire rescue equipment follow. I asked the first officer to leave the flaps down and we taxied to the gate without any incident. Once at the gate; I made a PA to the passengers. Crash fire rescue equipment came to the aircraft and I asked him what he saw. He said that the flaps did not look the same. He said that one side was extended more than the other.

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Original NASA ASRS Text

Title: B757 flight crew reported they executed a go-around after noticing a split trailing edge flap condition.

Narrative: Arriving on the visual [approach]; configured Gear Down and Flaps 20 degrees-all normal. I called for Flaps 30 and the FO advised me that the Left Flap indicator showed 30 and the Right Flap indicator showed 20. I considered continuing the approach and landing; since although I felt the asymmetry; I didn't think it would prevent a safe landing. Being new to the 757/767 fleet and my FO having been on it for 3 years; I quickly considered a Go-around to solve the problem; based on: having excellent weather conditions; and having 2 hours of fuel on board. I called for a go-around; asked the FO to advise the Tower. We executed a go-around and I instinctively called for flaps 20. My FO asked if I was sure and I realized better to deal with the known than the unknown. I said no leave 30; then asked for gear up and of course immediately realized the error; as the gear warning went off. So we immediately lowered the gear so we could hear each other and be able to think.We executed the go-around first to 3000 ft and then to 5000 ft per ATC. I tried twice to engage the AP at 3000 ft and again at 5000 ft. It kept engaging for about 10 seconds then it would disengage. I flew the airplane manually. I had a handful as it felt very wing heavy on one side (I can't remember which). I called for the Flap Asymmetry checklist. We ran the checklist and there was no solution to our problem. We [advised ATC] and asked for vectors back to [the runway]. We requested that CFR be available for our landing; briefed the FAs; and asked ATC to advise Dispatch; as we had little time to do anything else. We landed without incident. CFR followed us and I had the FO ask if they noticed anything unusual. CFR replied no. I then advised the FO to tell ATC we would taxi to the gate; but have CFR follow. I asked the FO to leave the flaps down and we taxied to the gate without any incident. Once at the gate; I made a PA to the passengers. CFR came to the aircraft and I asked him what he saw. He said that the flaps did not look the same. He said that one side was extended more than the other.

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.