Narrative:

Following a normal taxi and takeoff; the first officer (PF) turned south and accelerated. He requested flaps up; then; upon passing slat retract speed; requested slats retract. As soon as the ca retracted the slats; we got the stick shaker and a level 2 'slats disag' alert. The first officer continued to fly the aircraft while the ca and I referred to the QRH level 2 alert 'slat disag' checklist and then the 'slats disag' checklist. ATC had cleared us to 16;000 ft. We proceeded direct to the cleared waypoint and continued our climb to 16;000 ft; but we informed ATC that we had a problem and requested a final altitude of 16;000 ft with an entry into a holding pattern. We contacted maintenance to discuss the problem; we contacted station ops to let them know we would probably return. We also informed ATC that we would need to adjust our gross weight prior to landing. (We referred to the '28/ret estimated landing distances - slats disag' chart in the 'slats disag' checklist to decide what gross weight to use for fuel dumping.) after completing the 'slats disag' checklist; and with permission from ATC; we referred to the non-alert 'fuel dump' checklist; and we reduced our gross weight to 460.0 lbs. After all checklists were complete; and after a thorough discussion of the approach and landing; we commenced our descent. The first officer flew the approach and landing; using the 28/ret approach speeds with a configuration of 28/ext. The approach was flown to a full stop; and we taxied to the ramp.

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Original NASA ASRS Text

Title: MD-11 SLAT DISAG alert was received during slat retraction after takeoff. The SLAT DISAG checklist was completed; fuel dumped; and the crew returned to the departure airport for an uneventful landing.

Narrative: Following a normal taxi and takeoff; the FO (PF) turned south and accelerated. He requested flaps up; then; upon passing slat retract speed; requested slats retract. As soon as the CA retracted the slats; we got the stick shaker and a Level 2 'Slats Disag' alert. The FO continued to fly the aircraft while the CA and I referred to the QRH Level 2 alert 'Slat Disag' checklist and then the 'Slats Disag' checklist. ATC had cleared us to 16;000 ft. We proceeded direct to the cleared waypoint and continued our climb to 16;000 ft; but we informed ATC that we had a problem and requested a final altitude of 16;000 ft with an entry into a holding pattern. We contacted Maintenance to discuss the problem; we contacted station Ops to let them know we would probably return. We also informed ATC that we would need to adjust our gross weight prior to landing. (We referred to the '28/RET Estimated Landing Distances - Slats Disag' chart in the 'Slats Disag' checklist to decide what gross weight to use for fuel dumping.) After completing the 'Slats Disag' checklist; and with permission from ATC; we referred to the Non-Alert 'Fuel Dump' checklist; and we reduced our gross weight to 460.0 lbs. After all checklists were complete; and after a thorough discussion of the approach and landing; we commenced our descent. The FO flew the approach and landing; using the 28/RET Approach Speeds with a configuration of 28/EXT. The approach was flown to a full stop; and we taxied to the ramp.

Data retrieved from NASA's ASRS site 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.