Control Malfunctions & Flight Instrument Anomalies - Part Two, by Capt. VanderBurgh (restored)

This is Part Two of an American Airlines Advanced Aircraft Maneuvering Program (AAMP) training video about Control Malfunctions & Flight Instrument Anomalies by Captain Warren VanderBurgh.
Control Malfunctions & Flight Instrument Anomalies - Part One: • Control Malfunctions &...
American Airlines Cadet Academy: www.aacadetacademy.com/CadetAc...
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Audio restoration by mixaer.com
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[@DanielCharry1025]

Thank you for the re-upload!

[@crono331]

Awesome stuff

[@szennyvizcsatorna2483]

I just stopped the video at point, when the captain said: What if it can't (back the flaps)? I decided that point call full flaps. Because, if can't close, may the other side can opens. But, fortunately, I am not flying a real plane, just dealing with watching like that in here, and try playing more accurately on a smartphone-simulator.
Now, I know, what I just do about that failure. Even in my small simulator, because I tried that scene on Extreme Landings. Clever!

[@HexagonalMan6]

The problem is asymmetry; presumably, the other flap *won't* come out, because it already *hasn't*. If you go full flaps, you may increase the asymmetry and make the roll worse.

[@lorimeyers3839]

Question from a non pilot.
Let’s say the first officer is the one flying and he goes to apply full trim down (to combat accidental TOGA activation scenario during landing approach) and then asks the captain to trim down with him. Does the combined force provided by both pilots equate to any further manipulation of the trim? Is it just by brute force they are together able to manhandle and hold the trim? I understand the trim had upper and lower limits, but I’m not sure exactly how combined inputs help, if at all.
An explanation would be really appreciated. This is fascinating stuff.

[@mgtowacademy8433]

So there’s one trim system, which both can contribute to. To maintain clear separation of flight deck “duties”, Pilot Flying (PF) will only handle flying tasks, while Pilot Monitoring (PM) will handle radios, comms, checklists, etc.
In a go around, you shouldn’t be trimmed in such a manner that you need a ridiculous amount of nose down trim after setting TOGA thrust and climbing. Yes, you will retrim, but not as aggressively as you may think.
Whether it’s fly by wire or old school direct hydraulics, there’s really isn’t any situation where “strong inputs of brute force” are required. Hope that makes sense 👍
(And my quotes aren’t meant to be rude, just the way I write things out)

[@lorimeyers3839]

@@mgtowacademy8433 thanks bud. I was hoping the left pilot didn’t control the left elevator and the right seat pilot control the right side elevator 😂

[@mgtowacademy8433]

@@lorimeyers3839 ha no worries 😂. One system, with two options of input (one from each respective pilot)

[@TheSimCaptain]

The solution here is to switch off the autopilot and auto throttle. Then, you use the manual trim button, which in most planes is on the steering yoke to get the nose down so that you don't need to push the yoke hard forward.

[@lorimeyers3839]

@@TheSimCaptain thanks bud!

[@Saml01]

Does anyone know the flight that was described at 17 minutes that the pilot saved?

[@user-uw9kr7ph1j]

Sure, please read the captain's own account: www.tristar500.net/library/flight1080.pdf

[@naughtyboy8565]

Hey there, that'd be Delta Air Lines Flight 1080 - the flight has its own Wikipedia page, however there's a much better write-up of the flight crew's recovery efforts on the page I've linked below which lists incidents that have occurred on the 1011
en.wikipedia.org/wiki/Lockheed_L-1011_TriStar#Accidents_and_incidents

[@ThatSillyGinge]

Delta Airlines 1080