Air Uganda, crew forgot to set flaps?
 

:sad:

Ooooops....

checklist? what's that?
 

Great idea! Really cuts drag between brake release and V1, resulting in a shorter takeoff roll by, ohhh, say....35 feet. :eek:

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.

Move on, nothing to see... :rolleyes:

Reminds me of the time I was a SLF on a Navy C-9 at NQX and they made a no flap takeoff! :eek:

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.:confused:

Wasn't it AF 707 many moons ago who did that?

Perhaps the SLF should have told the cabin staff about it :E

The SLF just care about cheap tix.

But maybe the T/O config warning was in a working state opposite to Spanair accident, same reason.

Based on that video clip, it was 15 seconds from beginning of forward movement to beginning of flaps beginning to lower.

I seem to recall a 727, Delta, in DFW, (Corrected to 1988!) that didn't lower flaps on takeoff ... flight ended in tears. :{

Delta 1141. One would hope that the lesson learned from that crash might be standard training fodder.

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!

What's that light spot thingy on the ground that moves from the piano keys towards the trailing edge between 12-17 seconds on the film??

Don't know 767,

but on A300 taking off with flaps was very seldom, mostly just slats.

Nairobi - November 1974 - Lufthansa 747 crashed after take-off because crew failed to set LE flaps.

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.

Here's an example on a takeoff out of PHL:

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.

What are the advantages of a flapless or reduced flap takeoff and when would you elect to carry one out?

Same for landing config?

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:

Pilots Engaged in Small Talk Before Jet Botched Takeoff - WSJ.com

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.

OK:
PJ
Thank you both. :ok:

This is obvious to most of us.

Here are just 5, of the many things that are vitally important, in attempting to get airborne.

F. Flaps.

A. Air-brakes

R. Correct Runway.

T. Trims set.

S. Speeds Bugged.

Regardless what is written on your company checklist, it only takes 30 seconds of farting around, to do this extra vital check. There are usually,no second chances. That extra 30 seconds of FARTS could save the day.

If we fly long enough and often enough, something vital will get missed during the DVA's

My 2 cents worth.