Air carrier pilot crew reported a leading edge slat disagree EICAS message during climb-out. The flight returned to the departure airport and executed an overweight landing.
Synopsis
Air carrier pilot crew reported a leading edge slat disagree EICAS message during climb-out. The flight returned to the departure airport and executed an overweight landing.
Narrative
On Day 0 I was the Captain (PNF (pilot not flying)) on Aircraft X; aircraft number XXXX from ZZZ to ZZZZ airport. After a normal taxi and flaps 15 departure from Runway XC/[Taxiway] 1; we performed a NADP (Noise Abatement Departure Procedure)-1 climb out and initiated our flap retraction sequence at approximately 4;000 ft. MSL. As we retracted the flaps from position 1 to flaps up an EICAS message LE SLAT ASYM" momentarily displayed; cleared and reappeared as we climbed through 6;000 ft. MSL. First Officer (PF (pilot flying)) continued the climb out to 12;000 ft. MSL maintaining the airspeed of 240 kts. making sure not to overspeed the flaps. I asked First Officer (relief pilot) to pull up the LE SLAT ASYM non-normal checklist. With the aircraft level at 12;000 ft. MSL; we began running the non-normal checklist and asked ZZZ Center for a holding fix to hold as we ran through our checklist. ZZZ Center gave us clearance direct to ZZZ1 VOR to hold. Having completed the non-normal checklist; I contacted Dispatch and requested to speak with Maintenance Control. I advised Maintenance Control we had an LE SLAT ASYM EICAS displayed and we had completed the non-normal checklist and asked if Maintenance Control had any further guidance regarding our situation. Maintenance Control informed us they had no further guidance to resolve the EICAS message which led us to the conclusion that we needed to [request priority handling] and return to ZZZ. We dismissed Maintenance Control from the phone patch; advised Dispatch that we [request priority handling] and were returning to ZZZ. At this time I asked First Officer (relief pilot) to notify the Flight Attendant; and give her the briefing regarding our [priority handling] and that we were returning to ZZZ. We asked Dispatch to verify our landing distance calculation which matched our calculation stating our landing distance required was 5;000 ft. At this point; we ended our phone patch with Dispatch and I made a PA to the passengers that we had a maintenance situation requiring us to return to ZZZ. We gave ZZZ Center/Approach our request to land Runway XXL (longest runway at ZZZ) and requested emergency equipment be available to the aircraft after landing. We also advised Air Traffic Control that our approach speed was going to be approximately 190 kts. due to our non-normal landing configuration and requested a 20-mile final to Runway XXL. We performed an uneventful flaps 20 approach and landing; clearing Runway XXL at Taxiway 2. We stopped the aircraft on Taxiway 3 and made contact with Crash Fire Rescue (CFR). We asked CFR to inspect our aircraft paying special attention to the brakes due to the 190-kt. touchdown speed. Our brake temperature indications peaked at level 6 and CFR stated the aircraft was in good condition and did not observe any indications of excessive heat from the brakes. We advised ATC we would like to continue our taxi to Gate XXX and CFR advised us they would trail the aircraft to the gate. After parking at XXX we performed the parking checklist and I advised CFR that we were parked and thanked them for their service. We had the main gear chocked; and released the parking brake to aid in the cooling. Upon opening the aircraft door; Maintenance boarded the aircraft where we debriefed them on the leading-edge slat asymmetry event. We wrote up the LE SLAT ASYM EICAS as well as the overweight landing (351;000 lbs.). At this time; I called the Chief Pilot and debriefed the event. I contacted Crew Scheduling who released us from duty."
Second reporter narrative
Leading Edge SlatWhile climbing out of ZZZ and upon selecting flaps to UP; the LE Slat Asym EICAS caution illuminated. The flap needles were paired together halfway between UP and 1. I continued to fly and we reset the speed bug from 250 to 240 since the slats were partially extended. Passing 10;000; ZZZ Center gave us a climb to FL230 which we declined and were able to get 12;000. The Captain and relief pilot began running the LE Slat Asym checklist as we navigated to hold at ZZZ1 at 12;000. It became clear that we would have to return to ZZZ; so the Captain and relief pilot coordinated with Dispatch; Maintenance Control; and the flight attendants. I noted that we would have well over 6 hours of fuel at our current configuration and burn rate. I started a timer as we entered the hold to keep situational awareness on our time in the hold. After we finished the checklist; the Captain made a PA to keep the passengers informed or our status with the flaps not retracting fully and that we would be returning to ZZZ. I briefed the approach to XXL which is the longest runway. We calculated the landing distance with the QRH non normal table. We landed at about 351;000 lbs. which is above the limit of 320;000 lbs. It was a soft touchdown and the Captain called the speed at different intervals as we slowed down. We exited the runway where fire and rescue equipment checked our brakes for any signs of trouble. None was noted. The highest Brake level noted was a '6' on all wheels of the right main. We taxied to the gate without incident.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.