Date: 201503
Location: EGE.Airport, CO
Flight conditions: VMC
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Training / Qualification; Situational Awareness
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Took Evasive Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: While on descent from cruise altitude into EGE to cross RLG at or above 14;000 feet; ATC; in order to maintain separation for a high volume of traffic into EGE began issuing numerous speed and altitude clearance restrictions. During the descent ATC requested us to maintain 200 kts for separation. I selected 200 kts in the FCU; speed brakes extended; and shortly thereafter both myself and the pilot monitoring (PM) began to observe the 'hook' beginning to approach VLS/selected speed. At that point we became concerned about a possible Alpha protect thrust excursion and resultant overspeed as the hook began to approach VLS.  We very briefly discussed extending the flaps to 1; and at that point; as we were passing FL220 I asked the PM to extend flaps one in order to mitigate the possibility of a thrust excursion/overspeed. I mistakenly thought the VFE altitude restriction for flap extension was below FL250; when in fact that was the max altitude restriction for gear extension. PM gradually began to move handle out of the detent at which point the flap altitude ECAM warning became visible/audible. PM immediately put handle back into the detent. There was no visible movement of flaps to the extended position on the upper ECAM indicator; and the warnings immediately went away. Upon landing I contacted maintenance and asked for the Airbus flight controller in order to query him regarding the possibility/requirement for a flap inspection. After describing the situation to him; he stated that handle movement; as opposed to any flap movement would initially trigger the flap ECAM alert; and as long as the handle was immediately reset without actual flap movement an inspection would not be required. In retrospect I should've declined ATC's speed restriction and just asked for an additional vector for separation. I have also committed that particular limitation to memory.


Second narrative: While commencing the LDA25 approach into EGE from the east; ATC assigned a descent from FL260. While we approached FL220 and descended to above 14;000 feet by RLG; Denver Center also assigned us 200 knots for spacing to follow another aircraft already established on the LDA25 approach. The pilot flying (PF) (Captain) speed selected 200 knots in the FCU and extended the speed brakes. The VLS cue increased; nearly matching our airspeed; and the ALPHA PROT cue also climbed toward our assigned 200 knots. Seeking relief from ALPHA PROT and VLS and wanting to avoid a possible impending ALPHA FLOOR activation; the PF and I discussed selecting FLAPS 1. As PM; I considered that we might be near the maximum flap extension altitude but was not a forceful advocate against flap extension because I could not remember if the limitation was 20;000 feet or 25;000 feet--apparently mixing up maximum altitudes for gear extension and flap extension. I looked for the limit on the flap limitations placard; but it is not posted in the flight deck.When the PF called for FLAPS 1 at 22;000 feet; I slowly moved the handle from the FLAPS UP detent. An ECAM WARNING briefly illuminated on the upper display accompanied by a red MASTER WARNING LIGHT and a CRC tone; I immediately replaced the handle; and the warning extinguished. I was not actually able to identify the warning because it was illuminated so briefly; and the flap indicator on the Upper ECAM display never moved from the stowed position. After landing at EGE; the Captain called Maintenance. Based on his voice report; they determined that no maintenance action was required.I have refreshed memory on the flaps and landing gear extension maximum altitudes and have considered several alternate solutions to slow airspeed assignments at altitude in case a similar situation occurs in the future.


Synopsis: A319 flight crew reports attempting to extend flaps to 1 at 22;000 feet to maintain 200 knots per ATC request. An ECAM warning is immediately annunciated and the flap handle is pushed forward before any flap movement occurs.