this pilot forgets put flaps down during take off

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Watch how Royal air maroc Pilot forgets put flaps down during take off
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[@tonykenworthy4761]

Leading edge slats and flaps look in a T/O position to me. If they had not been a cockpit warning would have alerted pilots as soon as throttles were pushed past 70% N1. You may want to consult an adult before your next video post.

[@matthewharris-davies8368]

lol he gave you a heart too.

[@axoman3041]

According to another aviation channel he didn't forget flaps otherwise he would have crashed right after takeoff because heavy on fuel and lack of lift at low speed. The reason was because of another plane that just landed on a cross runway minutes ago created spirals of wake turbulances....The pilot did the right thing and lowered the nose to gain more speed before pulling on the yoke...btw am not a pilot so I may have been mistaken on some terminologies.

[@gerrycorbino66]

Worked weight and balance many years ago in the airline industry and our DC-9's, at least, whenever a plane was going to go over gross weight at a normal flap setting we'd ask the captain if he'd okay zero flaps for takeoff. That was for a 30 series. I believe that on the 10 series it was 10 degrees.

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[@jabs767]

I think you’re wrong with regards you Air Maroc 737 title click. The view from the side in early part of the takeoff roll shows the leading edge slats are extended. In the 737 this is a Flaps 1 takeoff where the LE is fully extended and the trailing edge is only partially extended compared to normal takeoff configuration of Flaps 5. There is only one flap selector handle, UP, Flaps 1 ( LE and small TE), Flaps 5 (same LE and More TE ) and so on through Flaps 10, Flaps 15, Flaps 25, Flaps 30 and Flaps 40. Only in the last 2 selections which are considered landing configurations does the LE extended slightly further. In Australia we used this F1 takeoff if the field lengthy wasn’t limiting and you got better acceleration especially after liftoff which saves fuel. The Boeing performance application on iPad would show when a F1 takeoff was advantageous. The main error here seems to be that the pilot has over rotated and early probably at the V1 call instead of rotate. I’m retired now but I have command experience on the 737-800.

[@SPXNO]

Sub done !

[@singel09]

@@jabs767great feedback

[@IzzemMA]

Wrong title. This is an old case at least 3 years old. It’s well documented that this take off was impacted by vortex of a a330 that landed in an intersecting runway. Do your homework before putting fantasy titles

[@AviaTales]

Thanks for your feedback

[@kevm7815]

It has the flaps out, he just encounters wind shear due to a previous plane landing

[@AviaTales]

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[@troo_story]

*Absolutely incorrect information. This is a perfect example of fools trying to money-grab.*

[@SJF15]

You could clearly see the flaps were extended.

[@DerekWalsh-l4i]

I reckon that Fedex aircraft got his gear down and locked just 28 seconds before touchdown. That is cutting it fine.

[@JohnnyBean78]

Your English grammar is lacking quite a bit in your captions and don't make sense. Other than that, nice video.

[@dotancohen]

Yes, you need to proofread and I suggest also putting the captions as low as possible to block out less view of the planes themselves. Thank you, this is otherwise a great channel and I wish you luck!

[@AviaTales]

Thanks so much brother

[@AviaTales]

Thanks I really Loved like this comments pls Check the other videos to let me know if they great or need improvement ❤​@@dotancohen

[@keesvandenbroek331]

looks like a flaps “1” take off. not a normal setting but a certified one. I personally never made such a take-off in my B737 flying, but I know companies who do.

[@pierrerobert6458]

For fuel economy ?

[@keesvandenbroek331]

@@pierrerobert6458 No, maybe for weightrestrictions during climbout. A take off can either be limited for take off weight due to runway length or due to obstacles during climb out. If runway length is not the problem, having a lower flapsetting will increase climb performance.