Narrative:

After takeoff and during normal cleanup procedures; the caution light came on with an associated ECAM. The captain pulled speed to ensure we did not over speed; a quick glance at ECAM said max speed 230; I believe. As pm; I confirmed it was not a quick action or ECAM exception. I assumed control of aircraft and radios; and stated ECAM action. The captain reviewed the ECAM and began to troubleshoot [the] problem. The ECAM had very little information; and then he referenced the QRH. I was coordinating with ATC to stop climb at 10;000 feet (safe alt in sector) and advised them of our speed and desire to hold. Captain confirmed max speed of 230 knots from QRH; so we slowed to 220 to provide a margin. The slat/flap indicator showed slats were almost up; significantly less than 1. We lowered gear to burn down gas to below max landing weight. While still in holding; we selected flaps 1 and obtained normal indications on the slats. Once all briefings; checklists and QRH procedures were complete; the captain resumed flying duties and I requested to exit holding and obtain vectors for approach to runway xx. Flaps and slats moved normally and the landing was uneventful and normal. Captain taxied to gate and passengers deplaned. Flaps and slats retracted normal on the ground. We discussed the need to declare an emergency; but did not initially since we were not sure of the actual problem; once flaps/slats moved normally; it seems all systems were normal.aircraft may have sat on the ground during the covid flying reduction; and therefore it seemed; to me; there might have been an indication problem or squat switch problem. We did not declare an emergency because the aircraft seems to have a computer or indication problem and slats lowered normally once we started to configure. In retrospect; any flight control problem is reason to declare emergency; but not sure if we then should undeclared once all was normal. I have not flown much in the past 7 months; so I may have reverted to previously learned procedures.any flight control issue is an emergency; even when corrected. Better maintenance on aircraft.

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Original NASA ASRS Text

Title: Air carrier First Officer reported a slat/flap indication problem on departure resulting in a return to departure airport.

Narrative: After takeoff and during normal cleanup procedures; the caution light came on with an associated ECAM. The Captain pulled speed to ensure we did not over speed; a quick glance at ECAM said max speed 230; I believe. As PM; I confirmed it was not a Quick Action or ECAM exception. I assumed control of aircraft and radios; and stated ECAM Action. The Captain reviewed the ECAM and began to troubleshoot [the] problem. The ECAM had very little information; and then he referenced the QRH. I was coordinating with ATC to stop climb at 10;000 feet (safe alt in sector) and advised them of our speed and desire to hold. Captain confirmed max speed of 230 knots from QRH; so we slowed to 220 to provide a margin. The slat/flap indicator showed slats were almost up; significantly less than 1. We lowered gear to burn down gas to below max landing weight. While still in holding; we selected flaps 1 and obtained normal indications on the slats. Once all briefings; checklists and QRH procedures were complete; the Captain resumed flying duties and I requested to exit holding and obtain vectors for approach to Runway XX. Flaps and slats moved normally and the landing was uneventful and normal. Captain taxied to gate and passengers deplaned. Flaps and slats retracted normal on the ground. We discussed the need to declare an emergency; but did not initially since we were not sure of the actual problem; once flaps/slats moved normally; it seems all systems were normal.Aircraft may have sat on the ground during the COVID flying reduction; and therefore it seemed; to me; there might have been an indication problem or squat switch problem. We did not declare an emergency because the aircraft seems to have a computer or indication problem and slats lowered normally once we started to configure. In retrospect; any flight control problem is reason to declare emergency; but not sure if we then should undeclared once all was normal. I have not flown much in the past 7 months; so I may have reverted to previously learned procedures.Any flight control issue is an emergency; even when corrected. Better maintenance on aircraft.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.