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A B757-200 flight crew received a le slat disagree light while retracting the flaps after takeoff from an airport experiencing CAT III/autoland weather. In concert with dispatch and maintenance control they decided to continue at FL200 and 240KIAS; to a station along their route that could provide required maintenance facilities and to allow enroute fuel burn to get them down to their maximum landing weight.
| Attributes | |
| ACN | 983457 |
| Time | |
| Date | 201112 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | ZSE.ARTCC |
| State Reference | WA |
| Aircraft 1 | |
| Make Model Name | B757-200 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Climb |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Flap Control (Trailing & Leading Edge) |
| Person 1 | |
| Function | First Officer Pilot Not Flying |
| Experience | Flight Crew Last 90 Days 20 Flight Crew Total 13000 Flight Crew Type 5000 |
| Person 2 | |
| Function | Pilot Flying Captain |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Last 90 Days 10 Flight Crew Total 19000 Flight Crew Type 1800 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
Takeoff weight was 222;000LBS. Upon clean up; when going from flaps 1 to flaps up; we received a le slat disagree EICAS message. Also; got the discrete leading edge light and both flap indicator needles indicating between up and one. We selected flch on the MCP and selected our speed at 240K in order to prevent overspeed of the le/te devices. We continued our climb out and notified ATC of our problem and requested climb to 20;000 ft and an easterly heading. The aircraft flew; or handled; as if the le and te devices were up/retracted (no controllability issues). Once clear of terrain and autopilot selected on; we got out the QRH to complete the le slat disagree checklist. The checklist leads us to conducting an eventual flaps 20 landing via the use of the alternate flap system. The sea weather was autoland only with rvrs varying around 1200. We could not autoland due to overweight condition and checklist required flap configuration. We initiated an ACARS conference call with dispatch and maintenance control. The captain handled the conference call while I flew the jet and handled ATC. We all determined to divert to ZZZ. Factors driving our decision included: not enough gas to continue to destination; we needed to burn a couple hours of fuel; this particular irregularity did not warrant an overweight landing; the issue was not time critical; autoland only weather at western washington stations; and the checklist did not state 'land as soon as possible' or 'land as soon as practicable'; our diversion station was the best solution for maintenance and dealing with getting the passengers reconnected to their destination. We coordinated our diversion with ATC and continued to our diversion airport at 20;000 ft and 240KIAS. We still needed to drop the gear early and conducted a 360 degree turn on extended final in order to land under our max gross of 198;000 pounds. The le slat disagree checklist was completed on extended final and the le/te devices extended to flap 20 degrees as advertised with the alternate extension system. Approach and landing was uneventful.
Original NASA ASRS Text
Title: A B757-200 Flight Crew received a LE SLAT DISAGREE light while retracting the flaps after takeoff from an airport experiencing CAT III/autoland weather. In concert with Dispatch and Maintenance Control they decided to continue at FL200 and 240KIAS; to a station along their route that could provide required maintenance facilities and to allow enroute fuel burn to get them down to their maximum landing weight.
Narrative: Takeoff weight was 222;000LBS. Upon clean up; when going from Flaps 1 to flaps up; we received a LE Slat Disagree EICAS message. Also; got the Discrete Leading Edge light and both Flap indicator needles indicating between up and one. We selected FLCH on the MCP and selected our speed at 240K in order to prevent overspeed of the LE/TE devices. We continued our climb out and notified ATC of our problem and requested climb to 20;000 FT and an Easterly heading. The aircraft flew; or handled; as if the LE and TE devices were up/retracted (no controllability issues). Once clear of terrain and autopilot selected on; we got out the QRH to complete the LE Slat Disagree checklist. The checklist leads us to conducting an eventual flaps 20 landing via the use of the Alternate Flap system. The SEA weather was autoland only with RVRs varying around 1200. We could not autoland due to overweight condition and checklist required flap configuration. We initiated an ACARS conference call with dispatch and Maintenance Control. The Captain handled the conference call while I flew the jet and handled ATC. We all determined to divert to ZZZ. Factors driving our decision included: Not enough gas to continue to destination; we needed to burn a couple hours of fuel; this particular irregularity did not warrant an overweight landing; the issue was not time critical; autoland only weather at Western Washington stations; and the checklist did not state 'Land ASAP' or 'Land as soon as practicable'; our diversion station was the best solution for maintenance and dealing with getting the passengers reconnected to their destination. We coordinated our diversion with ATC and continued to our diversion airport at 20;000 FT and 240KIAS. We still needed to drop the gear early and conducted a 360 degree turn on extended final in order to land under our max gross of 198;000 LBS. The LE Slat Disagree checklist was completed on extended final and the LE/TE devices extended to Flap 20 degrees as advertised with the alternate extension system. Approach and landing was uneventful.
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.