They'd obviously read on PPRuNe about the short-field technique (and I'm giving the benefit of the doubt here by calling it a technique) of deploying the flaps during the takeoff roll.
Reminds me of the time I was a SLF on a Navy C-9 at NQX and they made a no flap takeoff!
I don't know to this day whether or not that was an allowed configuration, but somehow, I doubt it was. At least they handled it well, but we were really moving at liftoff.
Always surprises me that I have photos of two seperate US Airways B767-200s heading across the pond departing with no flaps ! Had I been on board I suspect I would have been bricking it!
Always surprises me that I have photos of two seperate US Airways B767-200s heading across the pond departing with no flaps !
Had I been on board I suspect I would have been bricking it!
I realize that you may possibly not be a pilot but flaps 1 is a legal takeoff setting in the 767. The flaps stay up but the slats are extended to the takeoff position.
Likely flaps/slats were set when the takeoff configuration warning horn probably sounded as the thrust levers were set for TO thrust.
Re, ". . . nothing to see", that's exactly the outcome the system was designed for so there's a great deal to see. The system worked as designed and likely prevented another Spanair.
Likely flaps/slats were set when the takeoff configuration warning horn probably sounded as the thrust levers were set for TO thrust.
That is probably how it has been handled many times in the 'old days' here in the U.S. Often the takeoff checklist itself was completed on the roll by 80 knots.
However in these enlightened times with FOQA, FDM, ASAP and all the rest you are probably better off to do a low speed reject, find out for sure why the horn went off, put it in the logbook or not depending on the carrier and try it again after being sure you don't need a sign off. And do a mea culpa with all crewmembers on ASAP and NASA reports to CYA.
Moving the flap lever on the takeoff roll on a modern plane causes all heck to break loose with the warnings as these guys at Charlie West found out:
The Captain moved the flap lever from flaps 8 to flaps 20 on the takeoff roll and botched a reject over V1, but was saved by the crunchy EMAS at the end of the mountaintop runway.
We used to do flapless in the Middle East on the BN2 Islander as it gave a higher speed at rotation and we were slightly better off if we lost an engine. Nothing illegal about a flapless takeoff if it can be done safely, within the AFM and SOPs.
Actually the lesson learned from the DFW 727 was ...never rotate beyond normal takeoff attitude with 6000' of runway remaining. They were within 8 or so knots of 'flying', even no flap. (additional lesson was don't pull the takeoff warning CB to cross the 'zulu' bridge)
PJ
Quote:
Likely flaps/slats were set when the takeoff configuration warning horn probably sounded as the thrust levers were set for TO thrust. Re, ". . . nothing to see", that's exactly the outcome the system was designed for so there's a great deal to see.
