hello everyone,
cfr the slat nr1 remaining in "ext" position at flap retraction,
if this problem was known prior to departure, common sense would demand some kind of troubleshooting on the ground by maintenance (there was a technician available albeit with unknown qualification),to check if the problem was real (slat nr1 remaining in ext position) when all other slats & le flaps would be retracted, in this case definitely a no-go situation. or if the problem was a wrong indication on the overhead le devices panel, in which case a departure as per mel would be possible.
but, seen the rush for cockpit setup & checklist (less than 2 minutes), this seems whishfull thinking.
but anyway if a takeoff was made, elementary thinking would anticipate(another crm ref), a rolling moment to the right at flap retraction. maybe the captain at first (wrongly)thought the autopilot would do a better job for counteracting this previsible rolling motion? & hence the multiple a/p engagement attempts?we might never know. or maybe the whole thing was already forgotten when reaching flap retraction altitude? the time frame remaining to then address the problem was about 20 sec's
dear alf5071h,
please no video in the cockpits! if it will, these recordings will inevitably fall in the wrong hands & what about the feelings of the next of kin who will see over & over the last moments of their love ones on tv, assorted with the inevitable crap comments of those sensational thirsty journalists/commentators?don't expect any ethics here!
the flightdata recorder has all this information anyway.
Last edited by blackmail; 14th Nov 2004 at 23:08.