Not cleaned up.
 

Watched my LANChile flight taxi in to the gate at Santiago, and it was the only one of several A320 series there, which parked and shut down with its leading edge devices left extended ( takeoff flap ?). Surely not a missed checklist item ?

Referring to normal procedures, flaps could have to be left at 1 on ground if OAT>30°c...but in that case you should have seen some of the trailing egde devices a bit extended as well...

So maybe, a slats locked after landing (or even before...)

It may have been a LE Slat asymmetry problem during the approach and they were left extended for maintenance reasons. I've had it happen to me on a B767 a couple of times.

Regards,
BH.

Odds are that they simply forgot to raise the flaps after landing. After all, it's 'just' a memory item.

Why leave it at flaps 1 at high OAT?

Thanks to all for that

Would have they "forget" to raise the flaps...one should have seen flaps extended. As far as I know, only slats were extended...correct michael?

It's not a memory item, it's an action to be carried out after landing and a checklist item...

Flaps at 1 in hight OAT to avoid a false [AIR: wing leak] warning...which is an MEL no go item.

What checklist would that be? Of course you have a point if it is really only the slats that were left extended!:ok:

edit: your suggestion about the wing leak sounds familiar, where can I find it?

Try FCOM 3.03.24 P1..... From experience, some refuellers won't go near the aeroplane with the flaps extended to Conf 1+F position and so some creative switching is required to leave only the slats extended.

Trailing edge flaps were extended also.

michaelporteous,

What you describe is recommended procedure if there is any ice remaining on the wing, to prevent damage to the Slat and Flap mechanisms in moving Slats/Flaps against a solid ice blockage.

But at Santiago in summertime, I don't think so:confused:

Regards,

Old Smokey

For bird strike inspections after shutdown, some operators require crew to park with the actual config the aircraft was at when the suspected birdstrike occured.

Alteburger is correct.
When OAT is above 30 deg C, Airbus recommends Slats left in Config 1 position to avoid nuisance OVERHEAT warnings around the bleed ducts in the wings. (FCOM 3.03.24 P1)

What people will do for a quick turn around.........

I would put money on the high OAT.

If a contaminated runway/icing existed then the flaps/slats should be at 3 or 4 (landing flap), allowing an engineer to clear the crap before retraction.

No idea on the bird strike procedure.

1+F would suggest the flap has been selected within the take-off criteria, < 210kts etc. Not a landing setting though.

Flaps or Slats locked........ do you not plan F3 landing? Meaning the flaps or the slats (the unlocked ones) will be extended??

If any of this is B:mad:ks i apologise, mainly a thought process.

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...:ugh:
PS2: Above may or may not aplly for A33/4, it should be true for A320 still.