Narrative:

We extended the slats to slow and they did not extend. We told approach we needed vectors clear of cells and that we were working on the problem. We ran the emergency checklist and planned a 35/retract landing. We informed approach that we would have an abnormally high approach and landing speed, 220 KTS to the marker and 190 KTS after the marker, double bug, reference 180 KTS approximately. We were handed off to another approach controller and informed him of our excessively high approach speeds. After turning final, he offered us runway 18L and we told him we needed the long runway 18R. We were handed off to tower and told him again our speeds and the problems. At approximately 14 mi out, tower cleared us to land, 4 mi in trail of a baron. I told tower we were probably too fast for separation, (which he should have known and taken care of long ago). Tower said 'well then, you will have to go around if you get too close'. At that point, given our situation, the captain made the decision to declare an emergency and move the baron out of the way so we could land. We landed without further problems. The so talked to maintenance in the air about the problem and on the ground by radio, and in person on the ground after parking. I understand the mechanic who met the flight told the so he would take care of the write up. We debriefed and the captain filled out the paperwork required for declaring an emergency, etc. I then prepared for my next flight. The next day I was informed that the maintenance log was never filled out and that the airplane took off for another flight with the same problem. Whether maintenance actually worked on the slats or not I do not know.

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Original NASA ASRS Text

Title: AN ACR FREIGHTER CREW WAS UNABLE TO EXTEND ITS SLATS.

Narrative: WE EXTENDED THE SLATS TO SLOW AND THEY DID NOT EXTEND. WE TOLD APCH WE NEEDED VECTORS CLR OF CELLS AND THAT WE WERE WORKING ON THE PROB. WE RAN THE EMER CHKLIST AND PLANNED A 35/RETRACT LNDG. WE INFORMED APCH THAT WE WOULD HAVE AN ABNORMALLY HIGH APCH AND LNDG SPD, 220 KTS TO THE MARKER AND 190 KTS AFTER THE MARKER, DOUBLE BUG, REF 180 KTS APPROX. WE WERE HANDED OFF TO ANOTHER APCH CTLR AND INFORMED HIM OF OUR EXCESSIVELY HIGH APCH SPDS. AFTER TURNING FINAL, HE OFFERED US RWY 18L AND WE TOLD HIM WE NEEDED THE LONG RWY 18R. WE WERE HANDED OFF TO TWR AND TOLD HIM AGAIN OUR SPDS AND THE PROBS. AT APPROX 14 MI OUT, TWR CLRED US TO LAND, 4 MI IN TRAIL OF A BARON. I TOLD TWR WE WERE PROBABLY TOO FAST FOR SEPARATION, (WHICH HE SHOULD HAVE KNOWN AND TAKEN CARE OF LONG AGO). TWR SAID 'WELL THEN, YOU WILL HAVE TO GAR IF YOU GET TOO CLOSE'. AT THAT POINT, GIVEN OUR SIT, THE CAPT MADE THE DECISION TO DECLARE AN EMER AND MOVE THE BARON OUT OF THE WAY SO WE COULD LAND. WE LANDED WITHOUT FURTHER PROBS. THE SO TALKED TO MAINT IN THE AIR ABOUT THE PROB AND ON THE GND BY RADIO, AND IN PERSON ON THE GND AFTER PARKING. I UNDERSTAND THE MECH WHO MET THE FLT TOLD THE SO HE WOULD TAKE CARE OF THE WRITE UP. WE DEBRIEFED AND THE CAPT FILLED OUT THE PAPERWORK REQUIRED FOR DECLARING AN EMER, ETC. I THEN PREPARED FOR MY NEXT FLT. THE NEXT DAY I WAS INFORMED THAT THE MAINT LOG WAS NEVER FILLED OUT AND THAT THE AIRPLANE TOOK OFF FOR ANOTHER FLT WITH THE SAME PROB. WHETHER MAINT ACTUALLY WORKED ON THE SLATS OR NOT I DO NOT KNOW.

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.