Narrative:

On flap retraction after takeoff the pilot flying (PF) (first officer) immediately noticed uncommanded left roll and we got a level 2 'ail deflect disag'. The first officer (PF) immediately put in about 1.5 degrees left aileron trim to counter and continued climb out. Since we were heavy; we kept the slats extended until we rolled out of our turn to the east (080). Approaching our heading we retracted slats and I; pilot monitoring (pm); had the QRH procedure ready. We had been cleared to FL200 but due to slat issue and terrain considerations we elected to ask for intermediate level off. Approaching our intermediate level off altitude (15;000 feet MSL) we shallowed the climb (400 FPM); checked terrain clearance; checked clean maneuvering speed (221 KIAS); and speed selected 250 KIAS (due to 255 KIAS max per QRH). Following the checklist procedure; we extended slats; then selected flaps 15; followed by 0/ext; then slats ret. Doing this step produced a brief stick shaker. I immediately (re)extended slats. Shaker ceased. Due to terrain we then requested a climb to 17;000 feet MSL. As I was pm; I jointly contacted dispatch and maintnenace control. There initial thought was to consider clean up and attempt to get airplane to conus (continental us). Aircraft was level at 17;000 feet MSL; slats extended; speed 245 KIAS. If we were to reach conus we needed to attempt another slat retraction. Again; we checked clean maneuvering speed (221 KIAS) and was straight and level. Our plan was to retract slats and immediately select 280 KIAS (as this was the max airspeed per QRH) to assist the throttles for acceleration. As I (pm) retracted slats we received a stick shaker activation and auto slat extend (ase) message and I immediately extended the slat handle. Warning/shaker ceased. I knew we would need to descend to be able to safely and successfully retract slats. Due to increasing terrain we requested a turn to the south in order to descend. Soon after we were advised to execute [a return] to [airport] and to dump fuel. With plenty of fuel we elected to leave slats extended for remainder of flight. I (pm) coordinated with ATC and we dumped approximately 100;000 lbs at 15;000 feet MSL. After terminating the fuel dump I elected to become PF for the approach and landing and first officer to assume pm duties. We coordinated with ATC for descent and approach to [the airport]. Configured without incident. Once the flaps were extended I needed about 2 degrees left aileron trim. Successful approach/landing on 07R.

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Original NASA ASRS Text

Title: MD-11 flight crew reported issues with the leading edge slats after takeoff.

Narrative: On flap retraction after takeoff the Pilot Flying (PF) (First Officer) immediately noticed uncommanded left roll and we got a level 2 'AIL DEFLECT DISAG'. The First Officer (PF) immediately put in about 1.5 degrees left aileron trim to counter and continued climb out. Since we were heavy; we kept the slats extended until we rolled out of our turn to the east (080). Approaching our heading we retracted slats and I; Pilot Monitoring (PM); had the QRH procedure ready. We had been cleared to FL200 but due to slat issue and terrain considerations we elected to ask for intermediate level off. Approaching our intermediate level off altitude (15;000 feet MSL) we shallowed the climb (400 FPM); checked terrain clearance; checked clean maneuvering speed (221 KIAS); and speed selected 250 KIAS (due to 255 KIAS max per QRH). Following the checklist procedure; we extended slats; then selected flaps 15; followed by 0/EXT; then slats RET. Doing this step produced a brief stick shaker. I immediately (re)extended slats. Shaker ceased. Due to terrain we then requested a climb to 17;000 feet MSL. As I was PM; I jointly contacted dispatch and Maintnenace Control. There initial thought was to consider clean up and attempt to get airplane to CONUS (Continental US). Aircraft was level at 17;000 feet MSL; slats extended; speed 245 KIAS. If we were to reach CONUS we needed to attempt another slat retraction. Again; we checked clean maneuvering speed (221 KIAS) and was straight and level. Our plan was to retract slats and immediately select 280 KIAS (as this was the max airspeed per QRH) to assist the throttles for acceleration. As I (PM) retracted slats we received a stick shaker activation and Auto Slat Extend (ASE) message and I immediately extended the slat handle. Warning/shaker ceased. I knew we would need to descend to be able to safely and successfully retract slats. Due to increasing terrain we requested a turn to the south in order to descend. Soon after we were advised to execute [a return] to [Airport] and to dump fuel. With plenty of fuel we elected to leave slats extended for remainder of flight. I (PM) coordinated with ATC and we dumped approximately 100;000 lbs at 15;000 feet MSL. After terminating the fuel dump I elected to become PF for the approach and landing and First Officer to assume PM duties. We coordinated with ATC for descent and approach to [the airport]. Configured without incident. Once the flaps were extended I needed about 2 degrees left aileron trim. Successful approach/landing on 07R.

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.