A B757-200 had a le slat asymmetry EICAS alert on final so an emergency was declared and the checkli...

Narrative:

Approaching our destination ATC asked us to slow to 180 KTS. First officer was pilot flying and called for flaps 1. We got an EICAS le (leading edge) flap disagree when the flaps were between position up and 1. The first officer increased speed to 210 KTS and reengaged the autopilot. We advised ATC of our problem and asked for vectors so we could solve the problem. We declared an emergency and ran the le flap disagree checklist and then the asymmetrical flaps checklist. I talked to dispatch; flight attendants and passengers. Once checklists were resolved we headed back to the airport and we landed uneventfully. We had airport rescue and fire fighting standing by in the event they were needed and I had briefed the cabin with a cabin advisory. There was good communication and great teamwork between the first officer and myself during the event. As an aside; when we were being vectored to the southeast we had to perform a RA escape maneuver to avoid VFR traffic near another airport at 4;500 ft that ATC had pointed out to us. That aircraft did a slight climb; hence the RA. Otherwise our training contributed to a successful outcome. I did talk to the flight duty managers about whether or not we would have been fit to fly another leg after this event. (This was a one leg day.) even though I felt this event was fairly unstressful. In two other emergencies in my career; were we were scheduled to fly another leg; we were pulled off the schedule. That decision was the absolute best thing that could have happened to us because we had no idea where or when our adrenaline rush would wear off. Whether or not you even recognize it; you are 'pumped up'. Additionally; I think we would be distracted on the subsequent leg in reviewing what had just occurred. If we had to deal with another emergency or challenging event; we could be in that letdown phase. In the two emergencies that I had the depth of exhaustion was pretty extreme once the adrenaline and delayed excitement wore off.

Original NASA ASRS Text

Title: A B757-200 had a LE SLAT ASYMMETRY EICAS alert on final so an emergency was declared and the checklist completed during a vector off of the approach during which time they also had to respond to a TCAS RA.

Narrative: Approaching our destination ATC asked us to slow to 180 KTS. First Officer was pilot flying and called for flaps 1. We got an EICAS LE (leading edge) flap disagree when the flaps were between position UP and 1. The First Officer increased speed to 210 KTS and reengaged the autopilot. We advised ATC of our problem and asked for vectors so we could solve the problem. We declared an emergency and ran the LE Flap Disagree checklist and then the Asymmetrical Flaps checklist. I talked to Dispatch; flight attendants and passengers. Once checklists were resolved we headed back to the airport and we landed uneventfully. We had Airport Rescue and Fire Fighting standing by in the event they were needed and I had briefed the cabin with a cabin advisory. There was good communication and great teamwork between the First Officer and myself during the event. As an aside; when we were being vectored to the southeast we had to perform a RA escape maneuver to avoid VFR traffic near another airport at 4;500 FT that ATC had pointed out to us. That aircraft did a slight climb; hence the RA. Otherwise our training contributed to a successful outcome. I did talk to the flight duty managers about whether or not we would have been fit to fly another leg after this event. (This was a one leg day.) Even though I felt this event was fairly unstressful. In two other emergencies in my career; were we were scheduled to fly another leg; we were pulled off the schedule. That decision was the absolute best thing that could have happened to us because we had no idea where or when our adrenaline rush would wear off. Whether or not you even recognize it; you are 'pumped up'. Additionally; I think we would be distracted on the subsequent leg in reviewing what had just occurred. If we had to deal with another emergency or challenging event; we could be in that letdown phase. In the two emergencies that I had the depth of exhaustion was pretty extreme once the adrenaline and delayed excitement wore off.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	921684
Time
Date	201012
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Route In Use	VFR Route
Flight Plan	IFR
Component
Aircraft Component	Leading Edge Flap
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 230 Flight Crew Total 15000 Flight Crew Type 2000
Person 2
Function	Pilot Flying First Officer
Experience	Flight Crew Last 90 Days 200 Flight Crew Total 15000 Flight Crew Type 1800
Events
Anomaly	Aircraft Equipment Problem Less Severe Conflict Airborne Conflict Deviation - Altitude Excursion From Assigned Altitude

A B757-200 had a le slat asymmetry EICAS alert on final so an emergency was declared and the checklist completed during a vector off of the approach during which time they also had to respond to a TCAS RA.