Narrative:

We were roughly 8 miles out when I called for flaps 1. We got the le slat dis message on the EICAS. We elected to abandon the approach and asked for delay vectors to give the captain time to run the checklist. The captain ran the le slat dis checklist in the QRH. This checklist did not solve the issue and led us to the le slat asym checklist. The checklist directed us to land at Vref30 +30 kts so we told ATC that we needed the longest runway available. The captain sent for the ldr (landing distance required) with the appropriate malfunction chosen. We received the ldr with only max manual braking listed (as we expected). We also looked in the QRH performance to find the landing distance with the given malfunction. The landing distance was approximately 4500 ft for the given conditions. We still had ample fuel; so the captain decided to contact flight control via sat com to advise them of our situation and also to make sure we hadn't missed anything. After completing the sat com call to flight control; the captain briefed the approach and we transferred controls. We decided to [advise ATC] at that time and asked to be vectored on to the approach. We continued the approach and landing without further issue. We required no further assistance from ATC after landing and we taxied to the ramp. [The captain] did an outstanding job thoroughly running the checklist and managing CRM/sa (cockpit resource management/situational awareness). Also; I felt very prepared for the situation; having just completed training where this was an item we covered in the simulator. I don't think this is an item that can be prevented; but I personally feel that the training I received prepared me for this event.

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Original NASA ASRS Text

Title: B757-200 flight crew reported an EICAS 'LE SLAT DIS' message while on approach.

Narrative: We were roughly 8 miles out when I called for flaps 1. We got the LE SLAT DIS message on the EICAS. We elected to abandon the approach and asked for delay vectors to give the Captain time to run the checklist. The Captain ran the LE SLAT DIS checklist in the QRH. This checklist did not solve the issue and led us to the LE SLAT ASYM checklist. The checklist directed us to land at Vref30 +30 kts so we told ATC that we needed the longest runway available. The Captain sent for the LDR (Landing Distance Required) with the appropriate malfunction chosen. We received the LDR with only max manual braking listed (as we expected). We also looked in the QRH performance to find the landing distance with the given malfunction. The landing distance was approximately 4500 ft for the given conditions. We still had ample fuel; so the Captain decided to contact flight control via sat com to advise them of our situation and also to make sure we hadn't missed anything. After completing the sat com call to flight control; the Captain briefed the approach and we transferred controls. We decided to [advise ATC] at that time and asked to be vectored on to the approach. We continued the approach and landing without further issue. We required no further assistance from ATC after landing and we taxied to the ramp. [The Captain] did an outstanding job thoroughly running the checklist and managing CRM/SA (Cockpit Resource Management/Situational Awareness). Also; I felt very prepared for the situation; having just completed training where this was an item we covered in the simulator. I don't think this is an item that can be prevented; but I personally feel that the training I received prepared me for this event.

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.