This would be an interesting CVR to hear
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This would be an interesting CVR to hear
I'd like to be a fly on the wall when this crew gets called in.
https://www.youtube.com/watch?v=oRpN6hdn4B8
https://www.youtube.com/watch?v=oRpN6hdn4B8
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clean configuration until 7 seconds into the takeoff run when the flap extension is selected.
flap extension finishes around 26 secons into the takeoff run. (both assuming the takeoff run startet at 0:34)
i guess the configuration alarm breaker was luckily not pulled in this takeoff
Youtube description:
flap extension finishes around 26 secons into the takeoff run. (both assuming the takeoff run startet at 0:34)
i guess the configuration alarm breaker was luckily not pulled in this takeoff
Youtube description:
This was taken from an arke Boeing 737-300 from Amsterdam to Dalaman Turkey. The aircraft was an arke aircraft but was being operated by some Russian airline. As you see, the pilot forgets to put down the flaps until takeoff roll has started! We all could have died! Now, arke doesn't operate the 737-300 anymore, the year was 2013, video taken with cannon xius 70
From the YouTube comments:
"My son posted this video, and we were on board this aircraft as passenger going on holiday! I am an airline captain flying 747s on worldwide ops so I do know a little about flying.
I actually ran to the cockpit when we started to line op on rwy 36L in AMS. The take off config was going off and could be heard till the flaps reached flaps 5.
The flight was a Air Explore, a Slovakian wet lease to TUI Netherlands.
During flight I asked to speak to the captain and he refused. I left a letter that I would inform the authorities in the Netherlands and file an ASR.
Captain did not take action at all. I contacted the flight safety officer of TUI and send the vid to them. The captain in question never filed a report or a mention in the techlog.
TUI NL filed the ASR and reviewed the wet lease. The captain of this flight was fired and wet lease terminated after the season."
No way to verify, of course.
"My son posted this video, and we were on board this aircraft as passenger going on holiday! I am an airline captain flying 747s on worldwide ops so I do know a little about flying.
I actually ran to the cockpit when we started to line op on rwy 36L in AMS. The take off config was going off and could be heard till the flaps reached flaps 5.
The flight was a Air Explore, a Slovakian wet lease to TUI Netherlands.
During flight I asked to speak to the captain and he refused. I left a letter that I would inform the authorities in the Netherlands and file an ASR.
Captain did not take action at all. I contacted the flight safety officer of TUI and send the vid to them. The captain in question never filed a report or a mention in the techlog.
TUI NL filed the ASR and reviewed the wet lease. The captain of this flight was fired and wet lease terminated after the season."
No way to verify, of course.
I flew as a pax on a 767 LAX to Charlotte NC back in 1990. There was a total of six pax on board.
As power was applied the take-off config sounded, power came off, flaps moved and power reapplied.
Rest of the flight was uneventful.
As power was applied the take-off config sounded, power came off, flaps moved and power reapplied.
Rest of the flight was uneventful.
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This video is from 2013. Slovak crew, Air Explore wet lease for TUI NL. See the comment from Kliko Aviation.
As soon as I heard the "cabin crew departure position please" announcement I knew I flew with that guy in 2012. It was with Samair B734, but they shared crews with Air Explore...
https://youtu.be/dzsVkpwMFRU
As soon as I heard the "cabin crew departure position please" announcement I knew I flew with that guy in 2012. It was with Samair B734, but they shared crews with Air Explore...
https://youtu.be/dzsVkpwMFRU
Last edited by MartinAOA; 26th Oct 2017 at 17:47.
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Happened to me many years ago on a viscount out of jersey on the easterly runway.I was dead heading in a full aircraft on a jump seat in the cabin.I was forward facing at the rear and realised we were lining up to roll when I slipped the belts and went up to the flight deck as the throttles were coming up.No config warning fitted for that.
The captain thanked me back at the crew room but I still have doubts as to whether we would have made it.If I had been facing the other way then I would not have seen the trailing edge.The viscount was blessed with big windows,fate and all that.
The captain thanked me back at the crew room but I still have doubts as to whether we would have made it.If I had been facing the other way then I would not have seen the trailing edge.The viscount was blessed with big windows,fate and all that.
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Where are all the ones who chimed in on the last pax video complaining it was taken by a child and disingenuously claiming they couldn't tell what was going on "due to the angle" of the photography?
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I used to fly on BMI DC-9 a few times. I knew nothing of the a/c, but I knew about the wings of a Boeing. One day we flew out and here were the LED's, drooping. On the return I was horrified to not see any drooping LED's. I only paid attention as we turned on the runway, obviously. Too late to alert the CA's, just blind faith that the guys knew what they were doing. Later found out a little about the DC-9 family and the lack of LED's on early smaller models. There was a heart in mouth moment as we hurtled down the thankfully long runway.
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I had a similar experience on an FK-28 taking off with flap 0. I had a horrible Daily Mail moment of "we're all going to die". I soon learned that it was normal ops for the type.
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Many moons ago, a friend of mine was training to be a pilot with the Fleet Air Arm. He got the stage where he was ready go solo and he and his instructor flew up to Leeming. The instructor got out and said off you go. Off he went and had gone quite a way down the runway, wondering why the aircraft was so sluggish getting off the ground. It dawned on him that some flaps would be good and he eventually made it.
When he returned, there were scrapes on a skeg beneath the tail and stern faces on the instructor and his colleague. My mate was told that was the end of that and when they returned to base, he was told he was going to be drafted as a navigator on Sea Vixens. He had heard about a poor record for this plane, with the navigator frequently not getting out. He opted for civvy street!
When he returned, there were scrapes on a skeg beneath the tail and stern faces on the instructor and his colleague. My mate was told that was the end of that and when they returned to base, he was told he was going to be drafted as a navigator on Sea Vixens. He had heard about a poor record for this plane, with the navigator frequently not getting out. He opted for civvy street!
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At l(e)ast they respected the take off config warning and extended the slats.But this is not always the case https://www.youtube.com/watch?v=8OOr1DUGuJg
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No doubt about it. I don't recall whether the 707 had a takeoff config horn but the 727 certainly did. Didn't always work as the Western Airlines takeoff crash at somewhere in Texas.
I can confess here at age 81. That warning worked for me at ORD in a 727 circa 1975. We were on a long runway (14R). The three of us screwed up by not doing the appropriate check list.
Well, no knowledgeable PAX and no video cams, or perhaps the three of us would have been fired. Then again, perhaps only retrained since we didn't bend the metal.
I can confess here at age 81. That warning worked for me at ORD in a 727 circa 1975. We were on a long runway (14R). The three of us screwed up by not doing the appropriate check list.
Well, no knowledgeable PAX and no video cams, or perhaps the three of us would have been fired. Then again, perhaps only retrained since we didn't bend the metal.
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Fokker 70 also uses a flaps zero departure, that did make me wonder even though I half expected it.
I do have a shot of a US Airways B762 off 27L at Heathrow for Philadelphia with flaps fully up. Had I been on that one, I would have been banging on the flight deck door (and likely been arrested because it's also a config the aircraft can use!)
I do have a shot of a US Airways B762 off 27L at Heathrow for Philadelphia with flaps fully up. Had I been on that one, I would have been banging on the flight deck door (and likely been arrested because it's also a config the aircraft can use!)
On energy grounds, since the flaps can't do anything until airflow builds up, perhaps you can make the case that delaying deployment until ground speed is up is energy efficient....
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I once had the pleasure of experiencing an aborted night takeoff in an RAF VC10 at Dulles - no flaps. The aircraft was so close to the end of the runway they struggled to get a tow vehicle to push it back and turn it around to get us back on stand.
Crew changeover, early hours of the morning, oncoming crew late to arrive, rush to make the departure time, etc.
Crew changeover, early hours of the morning, oncoming crew late to arrive, rush to make the departure time, etc.