AN ACR FREIGHTER CREW WAS UNABLE TO EXTEND ITS SLATS.

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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.