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.
Synopsis
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.
Second reporter narrative
Fuel was OK but we did not want to spend much extra time working the problem and leave us short on options because of fuel. We started the vectors with 8;900 LBS and we had less then 6;000 LBS as we complete the Approach and Descent checklist headed back to the Airport. The landing was uneventful and after checking with Airport Rescue and Fire Fighting to see if they saw any problems we taxied back to the gate. There was a good flow of communication between the two of us during the event; this helped keep both of us up to speed with each others progress. Overall I thought are CRM was very good.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.