Narrative:

I was the captain of flight from sacramento to msp in 12/90. The purpose of this letter is to review the events of that flight subject to an inquiry by the FAA. The preflight and departure sequence was normal with a gate departure 3 mins early. During the initial application of engine power for takeoff, the takeoff warning horn sounded. The takeoff was subsequently aborted. After clearing the runway, the second officer checked the leading edge devices annunciator panel on his auxiliary panel. The #5 leading edge slat was indicating 'amber' (i.e., not extended). I directed the first officer to recycle the flap handle to the up position then back to the 15 degree detent. The #5 slat indicated retracted with the flaps repositioned up and amber when the flap handle was repositioned up and amber when the flap handle was repositioned to the 15 degree detent. The flaps were left at 15 degrees and I taxied the aircraft back to the gate. Tower was notified of the reason for the abort an flap confign for taxi. I coordinated with smf operations to have a mechanic meet the aircraft at the gate. Upon arrival at the gate and before the engines were turned off or the electrical power switched, the second officer again checked the leading edge devices annunciator panel. This time all the leading edge slats and flaps indicated normal (extended). A contract mechanic met us at the gate; consequently, I decided to use him to confirm the proper indications we were now receiving at the second officer's station. I asked the mechanic to visually scan the leading edge slats and flaps as we recycled them once again to make absolutely sure everything was indeed indicating and operating normally. We received proper indications at the second officer's annunciator panel that all leading edge slats and flaps were operating normally. This was also confirmed by the mechanic who was outside observing the leading edge device operation. Based on this indications, I elected not to make an entry in the log book. After the second officer and the mechanic observed normal slat and flap indications, I did not feel there was any mechanical irregularity with the aircraft or any maintenance action required. We were in the gate 11 mins and there were no problems or abnormalities noted during the remainder of the flight. En route to msp, I placed a 'note' in the log book for future reference describing the temporary #5 slat indication at smf.

Google
 

Original NASA ASRS Text

Title: ACR LGT TKOF WARNING HORN SOUNDED AS POWER WAS ADVANCED. TKOF ABORT MADE AT LOW SPEED AND RETURN TO BLOCKS.

Narrative: I WAS THE CAPT OF FLT FROM SACRAMENTO TO MSP IN 12/90. THE PURPOSE OF THIS LETTER IS TO REVIEW THE EVENTS OF THAT FLT SUBJECT TO AN INQUIRY BY THE FAA. THE PREFLT AND DEP SEQUENCE WAS NORMAL WITH A GATE DEP 3 MINS EARLY. DURING THE INITIAL APPLICATION OF ENG PWR FOR TKOF, THE TKOF WARNING HORN SOUNDED. THE TKOF WAS SUBSEQUENTLY ABORTED. AFTER CLRING THE RWY, THE S/O CHKED THE LEADING EDGE DEVICES ANNUNCIATOR PANEL ON HIS AUX PANEL. THE #5 LEADING EDGE SLAT WAS INDICATING 'AMBER' (I.E., NOT EXTENDED). I DIRECTED THE F/O TO RECYCLE THE FLAP HANDLE TO THE UP POS THEN BACK TO THE 15 DEG DETENT. THE #5 SLAT INDICATED RETRACTED WITH THE FLAPS REPOSITIONED UP AND AMBER WHEN THE FLAP HANDLE WAS REPOSITIONED UP AND AMBER WHEN THE FLAP HANDLE WAS REPOSITIONED TO THE 15 DEG DETENT. THE FLAPS WERE LEFT AT 15 DEGS AND I TAXIED THE ACFT BACK TO THE GATE. TWR WAS NOTIFIED OF THE REASON FOR THE ABORT AN FLAP CONFIGN FOR TAXI. I COORDINATED WITH SMF OPS TO HAVE A MECH MEET THE ACFT AT THE GATE. UPON ARR AT THE GATE AND BEFORE THE ENGS WERE TURNED OFF OR THE ELECTRICAL PWR SWITCHED, THE S/O AGAIN CHKED THE LEADING EDGE DEVICES ANNUNCIATOR PANEL. THIS TIME ALL THE LEADING EDGE SLATS AND FLAPS INDICATED NORMAL (EXTENDED). A CONTRACT MECH MET US AT THE GATE; CONSEQUENTLY, I DECIDED TO USE HIM TO CONFIRM THE PROPER INDICATIONS WE WERE NOW RECEIVING AT THE S/O'S STATION. I ASKED THE MECH TO VISUALLY SCAN THE LEADING EDGE SLATS AND FLAPS AS WE RECYCLED THEM ONCE AGAIN TO MAKE ABSOLUTELY SURE EVERYTHING WAS INDEED INDICATING AND OPERATING NORMALLY. WE RECEIVED PROPER INDICATIONS AT THE S/O'S ANNUNCIATOR PANEL THAT ALL LEADING EDGE SLATS AND FLAPS WERE OPERATING NORMALLY. THIS WAS ALSO CONFIRMED BY THE MECH WHO WAS OUTSIDE OBSERVING THE LEADING EDGE DEVICE OPERATION. BASED ON THIS INDICATIONS, I ELECTED NOT TO MAKE AN ENTRY IN THE LOG BOOK. AFTER THE S/O AND THE MECH OBSERVED NORMAL SLAT AND FLAP INDICATIONS, I DID NOT FEEL THERE WAS ANY MECHANICAL IRREGULARITY WITH THE ACFT OR ANY MAINT ACTION REQUIRED. WE WERE IN THE GATE 11 MINS AND THERE WERE NO PROBS OR ABNORMALITIES NOTED DURING THE REMAINDER OF THE FLT. ENRTE TO MSP, I PLACED A 'NOTE' IN THE LOG BOOK FOR FUTURE REF DESCRIBING THE TEMPORARY #5 SLAT INDICATION AT SMF.

Data retrieved from NASA's ASRS site as of July 2007 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.