If memory serves, the LE device deploys as soon as you go flaps 1 - so there is not a flap setting that wouldn't have deployed the (potentially damaged) leading edge.
There is probably some technique of pulling circuit breakers or the like to prevent LE deployment, but I doubt that would be in the checklist.

During the roll-out the engine cover punctured a slat (it appears at 7:50 in the video I posted earlier in post #30); the puncture did not seem to be present during flight. Which makes me wonder whether the crew visually inspected the damaged engine cowling themselves before deciding to do a flaps-up landing. Also note that they told ATC they had "structural damage", which suggests that they believed the damage was more substantial than 'just' a loose engine cowling.

I'm not criticizing their decision-making, by the way; after all they did have a very long runway readily available for an immediate overweight flaps-up landing. And I can totally understand why they wanted to land ASAP, considering the possibility of debris from the engine hitting the wing (or even the horizontal stabilizer).

Correct in normal conditions
Flaps 1-5 drives the 8 LE slats in intermediate extended, and 2 LE flaps into full extended pos as soon as lever leaves flaps up setting.

I remember the story of a captain on the 727 who used to pull a c/b for L/E devices and put a slight bit of flaps in to increase speed in cruise. As legend goes, one of the other crewmembers came back into the cockpit and noticed the c/b out so pushed it in. The leading edges came out but one tore off or something and sent the aircraft into a roll and the aircraft lost thousands of feet in altitude before recovering.

Well, look at the picture in post 15. puncture is visible, and it appears to be in flight.

What was the design change? I recall talk of a spreader to force the cowls apart if unlatched, and a warning light? Thanks in anticipation.

Wow, I bet that was a real Hoot.

It probably went supersonic and caused the right landing gear to be pushed back into the wing structure. The decent was probably the most dramatic for a non fatal accident in the history of aviation.

A key was introduced on the CEO fleets. The key is kept in the flt deck with the landing gear ground locks. To open the cowling the key is inserted under the engine and cannot be removed until the cowlings are latched closed again. The key has a long 'remove before flight' flag attached.
On the NEO fleet there is a spring that pushes the cowlings apart, there is also a mechanical flag that pops out of the side of the cowling if the (no.2?) latch isn't locked and there's also a flt deck ECAM warning if the cowlings are not fully latched.
Maybe it's time Boeing did something similar.

With a non-normal, once you have got the aeroplane into a configuration which is safe for flying and landing (but maybe unusual) conventional wisdom says stop “troubleshooting” and get on with it. Attempting something novel to make things “better” at that point has a limited upside and a potentially unlimited downside. Especially if you don’t have intimate knowledge of what exactly is wrong...

TWA 841

It's a helluva story.

https://en.wikipedia.org/wiki/TWA_Flight_841_(1979)

https://www.ntsb.gov/investigations/...ts/AAR8108.pdf

Because the design is fine. You just need to latch it. Southwest Airlines until recently did not require pilot walk arounds relying on rampers to do the preflight. Not sure in this case if a pilot was required to walk around.

You must be the life of every party.
It was a sarcastic remark.

NTSB stopped investigating this event.
Maintenace haopened the night before, and NTSB is satisfied with declaring it a maintenance issue and the airline addressing it.

See avherald, where I picked this up.

N8668A patched up enough to fly. Currently enroute from DEN to PAE. Since SWA doesn’t serve PAE, assume positioning is for additional maintenance at Boeing.

Aircraft positioned from PAE to SEA early this morning, then returned to revenue service SEA to PHX later this morning.