Narrative:

After selecting flaps up on departure; we noticed the amber le transit light was illuminated and the #1 kruger flap indicated that it was fully extended. I ran the QRH and was somewhat confused as to what to do since it only referred to 'amber le flap in transit' and either one or two slat portions partially extended. It doesn't refer to kruger flaps being fully extended. After conversing with the captain; I asked him to look at the QRH and he did so. I then took control of the aircraft and he ran the QRH. He too was somewhat confused as to the direction to take. He then called dispatch to get clarification. It took an extremely long time to get someone with dispatch and maintenance. I am thinking about 10 minutes. By that time we had notified ATC we had leveled off at FL230 and were cruising at 230 KIAS. Finally; after speaking with dispatch and maintenance; it was agreed that we should return to departure airport. We turned around and landed without incident. After landing and re-reading the QRH in a non-time pressured type environment; we interpreted it to mean that even though there was no yaw and we felt it was an indication only; it still stated that we should consider the kruger flap actually extended. In that case; we should have leveled off at FL200 instead of climbing to FL230. Compounding the problem was dispatch not responding to our numerous requests for help and clarification of the direction to take.

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Original NASA ASRS Text

Title: A B737-300 flight crew encountered a leading edge flap problem after takeoff and decided to return to departure airport.

Narrative: After selecting flaps up on departure; we noticed the amber LE Transit light was illuminated and the #1 Kruger flap indicated that it was fully extended. I ran the QRH and was somewhat confused as to what to do since it only referred to 'amber LE flap in transit' and either one or two slat portions partially extended. It doesn't refer to Kruger flaps being fully extended. After conversing with the Captain; I asked him to look at the QRH and he did so. I then took control of the aircraft and he ran the QRH. He too was somewhat confused as to the direction to take. He then called Dispatch to get clarification. It took an extremely long time to get someone with Dispatch and Maintenance. I am thinking about 10 minutes. By that time we had notified ATC we had leveled off at FL230 and were cruising at 230 KIAS. Finally; after speaking with Dispatch and Maintenance; it was agreed that we should return to departure airport. We turned around and landed without incident. After landing and re-reading the QRH in a non-time pressured type environment; we interpreted it to mean that even though there was no yaw and we felt it was an indication only; it still stated that we should consider the Kruger flap actually extended. In that case; we should have leveled off at FL200 instead of climbing to FL230. Compounding the problem was Dispatch not responding to our numerous requests for help and clarification of the direction to take.

Data retrieved from NASA's ASRS site as of April 2012 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.