Narrative:

During the en route portion, engine #2 fire loop B faulted. This information was sent via ACARS to maintenance. The captain elected to fly .01 mach above plan to make up lost time. This, combined with ARTCC bringing the flight down from FL350 to FL280 nearly 300 NM from ZZZ resulted in an arrival on right downwind for runway 1R on schedule, and projecting a landing with 5700 pounds of fuel remaining. Downwind and abeam the runway, flaps 1 degree was selected, followed in quick succession by selecting flaps 2 degrees. A single fwc chime occurred and ECAM displayed 'F/control slats fault/locked.' the first officer requested delay vectors and the crew commenced ECAM actions. The flap position indicator showed slats extended just beyond up (amber) which was confirmed visually by the captain, and flaps normal at position #2 (green). The aircraft was maneuvered by the captain with concurrence of ATC to an orbit a few mi south. Airspeed of about 180 KTS was maintained. ECAM actions were completed and the QRH procedure 'landing with slats and/or flaps locked/fault' was accomplished by the first officer. The first officer determined the correct additive to be vref +25 KTS and the landing distance to required 1.35 X normal. The first officer declared an emergency and briefed the flight attendants, per the directions of the captain, for a precautionary emergency landing. As the problem progressed, the captain attempted to engage the autoplt but determined that the autoplt, flight director, and autothrust were all unavailable. At this time, ECAM annunciated 'altitude law without protections.' the captain asked the first officer to check the circuit breaker panel, but no circuits appeared popped. Keeping a WX eye on the fuel, the captain and first officer discussed the wind and runway options. The flight crew agreed to land on runway 25R, with a 5 KT tailwind aloft, but an uphill slope. At 14510 ft in length, runway 25R is the longest runway. An approach speed of 155 KTS was selected. Noting that the fuel remaining was 4900 pounds, the captain reminded approach control of the declared emergency and elected to commence the approach. The first officer advised the cabin crew that we would be landing in 3-4 mins. Due to concern for the amount of fuel and time remaining, and the anticipation of a successful arrival, a PA to the passenger was not made. The aircraft was configured for a flaps 3 degrees, slats up.

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Original NASA ASRS Text

Title: AN A320 CREW EXPERIENCED A SLAT FAULT RESULTING IN THE SLATS LOCKED IN THE RETRACTED POS FOR LNDG.

Narrative: DURING THE ENRTE PORTION, ENG #2 FIRE LOOP B FAULTED. THIS INFO WAS SENT VIA ACARS TO MAINT. THE CAPT ELECTED TO FLY .01 MACH ABOVE PLAN TO MAKE UP LOST TIME. THIS, COMBINED WITH ARTCC BRINGING THE FLT DOWN FROM FL350 TO FL280 NEARLY 300 NM FROM ZZZ RESULTED IN AN ARR ON R DOWNWIND FOR RWY 1R ON SCHEDULE, AND PROJECTING A LNDG WITH 5700 LBS OF FUEL REMAINING. DOWNWIND AND ABEAM THE RWY, FLAPS 1 DEG WAS SELECTED, FOLLOWED IN QUICK SUCCESSION BY SELECTING FLAPS 2 DEGS. A SINGLE FWC CHIME OCCURRED AND ECAM DISPLAYED 'F/CTL SLATS FAULT/LOCKED.' THE FO REQUESTED DELAY VECTORS AND THE CREW COMMENCED ECAM ACTIONS. THE FLAP POS INDICATOR SHOWED SLATS EXTENDED JUST BEYOND UP (AMBER) WHICH WAS CONFIRMED VISUALLY BY THE CAPT, AND FLAPS NORMAL AT POS #2 (GREEN). THE ACFT WAS MANEUVERED BY THE CAPT WITH CONCURRENCE OF ATC TO AN ORBIT A FEW MI S. AIRSPD OF ABOUT 180 KTS WAS MAINTAINED. ECAM ACTIONS WERE COMPLETED AND THE QRH PROC 'LNDG WITH SLATS AND/OR FLAPS LOCKED/FAULT' WAS ACCOMPLISHED BY THE FO. THE FO DETERMINED THE CORRECT ADDITIVE TO BE VREF +25 KTS AND THE LNDG DISTANCE TO REQUIRED 1.35 X NORMAL. THE FO DECLARED AN EMER AND BRIEFED THE FLT ATTENDANTS, PER THE DIRECTIONS OF THE CAPT, FOR A PRECAUTIONARY EMER LNDG. AS THE PROB PROGRESSED, THE CAPT ATTEMPTED TO ENGAGE THE AUTOPLT BUT DETERMINED THAT THE AUTOPLT, FLT DIRECTOR, AND AUTOTHRUST WERE ALL UNAVAILABLE. AT THIS TIME, ECAM ANNUNCIATED 'ALT LAW WITHOUT PROTECTIONS.' THE CAPT ASKED THE FO TO CHK THE CIRCUIT BREAKER PANEL, BUT NO CIRCUITS APPEARED POPPED. KEEPING A WX EYE ON THE FUEL, THE CAPT AND FO DISCUSSED THE WIND AND RWY OPTIONS. THE FLT CREW AGREED TO LAND ON RWY 25R, WITH A 5 KT TAILWIND ALOFT, BUT AN UPHILL SLOPE. AT 14510 FT IN LENGTH, RWY 25R IS THE LONGEST RWY. AN APCH SPD OF 155 KTS WAS SELECTED. NOTING THAT THE FUEL REMAINING WAS 4900 LBS, THE CAPT REMINDED APCH CTL OF THE DECLARED EMER AND ELECTED TO COMMENCE THE APCH. THE FO ADVISED THE CABIN CREW THAT WE WOULD BE LNDG IN 3-4 MINS. DUE TO CONCERN FOR THE AMOUNT OF FUEL AND TIME REMAINING, AND THE ANTICIPATION OF A SUCCESSFUL ARR, A PA TO THE PAX WAS NOT MADE. THE ACFT WAS CONFIGURED FOR A FLAPS 3 DEGS, SLATS UP.

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.