Lot of confusion over pieces of correct infromation.
For the high OAT case: the SOP book says to keep slats (L.E.) out to prevent false
AIR: BLEED LEAK.
If you read the SYSTEM thoroughly (FCOM 1 F/CTL norm.ops) it is discovered that
a) while moving flaps selector to position 1 from a higher setting (i.e. 2 or 3) you will end up with actual position 1+F, being first notch of slats and first notch of flaps (unless above 210 kt when over Vfe flap 1).
b) while moving flaps selector to position 1 from ZERO you will get actual position 1+0 officially called 'conf 1' with CAS below 100 kt, and 1+F above 100 kt.
While the logic may sound complicated it is designed to achieve simple goals:
- when confinguring for approach 1+0 (conf 1) as you do not need more
- when cleaning up after T/O or G/A 1+F for extra lift (1+F gives greater g load margin at
F(!) speed than any take-off setting at minimum V2 for given weight)
- when on ground
always 1+F to prevent accidental 1+0 due to fiddling with flap(&slat) selector because 1+0 is not an approved take off setting.
All this is well covered in training and easily observed during daily operations.
Conclusion is that there is no such thing as "keep slats extended after landing" because you would invariably end with 1+F. This is only a inproper wording in A320 SOP book.
You could actually get 1+0 on ground if you play creative with ELEC and OVRD HYD pumps, however the result is flap/slats not in agreement with selector with major impacts on ramp safety, extremely dangerous practice which will sooner or later end with flap self deplyoment!
some more here:
http://www.pprune.org/tech-log/29663...-shutdown.html
FD (the un-real)
PS: Yes, when on ground with CAS > 100 kt and going 0->1 there will be 1+0, but that is a theoretical attempt to salvage flapless takeoff...
PS2: Above may or may not aplly for A33/4, it should be true for A320 still.