Hi all.
The cklist is not complicated, what I'm trying to figure out is why exactly it is built like that.
I've got a few doubts:
1) Why can't I recycle even if I've got roll?
If one slat is stuck extended, maybe because of ice accumulation, I'd try the full extended position, using F10, then back to up...
2) I know the MEL are not applicable after the airplane starts moving under it's own power - at least here - but we can indeed use them once we are dispatched (that means during taxi, for example) to continue our flight and, say, come back from Sharm, instead of getting stuck there.
In case of problems with a faulty indication, it's the same if you have this light deactivated by maintenance, of if you ignore it considering it u/s.
And legally, you can use this trick during taxy out, if the airplane can be dispatched with that particular light u/s.
Let's say we are actually dispatched by maintenance with one light on the annunciator panel inop: the DDPG say "Verify leading edge position for the inoperative indication before each takeoff and landing."
It doesn't say to make this check after takeoff.
Since you don't have any light for that particular slat, which might get stuck extended that day, and you are not supposed to make a visual check, you just have to limit the speed to 300/.65, with one slat physically extended!
And this doesn't agree with the QRH, for which if you have an actually stuck slat - and, of course, roll - you are limited to 230 knots.
See what I mean?