@pinteam sounds rational but we all know that when airbus truly bites logical reasoning is no defence.
I'd like to ask @vilas a bit later about how some of the discussed behaviour is replicated on the FTDs, yet before placing the question let's establish what the aircraft do or does not, as well whether or not the FCOMs tells us so (it normally does but not 100%).
For that, if you could kindly help, do you have a moment to rephrase the query from #11 with more precision, differentiating CF = 1 for take-off is 1+F (S=1 and F=1) where
- Vfe 1+F is 215
- F auto retract from 1 to 0 at 210
- S don't auto-retract, Vfe is 230
- the baber pole moves first when commanded by the auto-retract at 210 kt (F=0 blue on ECAM) from 215 to 230
- the barber pole disappears when commanded by lever movement S 1 -> 0
- the actual overspeed and its warning (clacker + red ECAM) is not tied to the barber pole display but to the real position (=until completely retracted) and limiting 230 kt
- the overspeed protection by A/THR is tied to the barber limit (?) / Vmo (?) / FCS (?) overspeed threshold - green tick (could be three separate values)
Appreciated. While I understand perfectly what you said, going deeper we need to avoid saying "retract the flaps" while we mean commanding slats to 0 at a moment when the flaps themselves are already closed. Again, not the situation you described but may be coming soon. :-)