@@flywithcaptainjoe When MH370 was gliding to the surface of the ocean with the captain controlling it in the cockpit, & only RAT power available (but batteries too), at which point (e.g. 10,000ft) would he have tried to set the wings' flight surfaces (via the centre electrical system) to slow the plane as best he could for the ditching? Would the available flight surfaces take longer to set, due to being on the secondary power grid? I think he was aware of the slowness of the secondary power grid as he would have simmed it, so he was prepared for the delay to set those surfaces. What do you think? Thanks
CAPTAIN JOE!!!! Thanks so much for posting these. I'm not a pilot, just fascinated with flight. I thoroughly enjoy how you can take such a highly technical subject and explain it so anyone with a basic education can understand it. That's the sign of someone who mastered their craft. All the best!
That’s glad to hear, I’m also a teenager who aspires to become an aeronautical engineer the 787 production plant in Charleston. By listening to Captain Joe, I feel more connected and proud of my goal that will surely become reality one day
Joe, I'm a retired ATCO and I want you to know and spread this warning to pilots who you know that fly to Brazil: in June, some idiots build and release huge hot air balloons, mainly in the southeastern region of Brazil. You should ask for the main aeronautical authorities to contact INFRAERO for example, to discuss what can be done to prevent accidents that are " waiting to happen ". Sometimes even 16 kg steel butane containers are connected to said ballons. Be advised!
It reminds me of the “battle short” setting on some military equipment such as generators, basically it will disregard all faults / warnings and run until it’s out of fuel / seizes / whatever.
Good Morning,Captain Joe! What better than wake in the morning and watch the most favorite subject(Aviation)presented and explained so successfully,by the most favorite and technically qualifed instructor!! welcome back sir,Best wishes,and Always Beatiful and Safe tavels!!! Always awaiting eagerly for more posts to come!!!Thank you!!!✈️👍
@@HxTurtleno, the names Cargolux and LuxPlanes just contain “Lux” in reference to the country “Luxembourg”. We are not affiliated with each other in any way. Hope that clarifies it :)
@@LuxPlanes yes it does! thank you very much! 😊 I honestly assumed so and just wanted to play a tiny bit with you since the company Joe's flying for sounds so similar 😅
I was a passenger on a 57 which had right flaps extend but not left. Pilot tried three times. Plane listed pretty significantly. We were in the vicinity of JFK’s 13k runway, so declared an emergency and landed at 250k if I recall, very long rollout. Trucks rolled but no fires. We were watched for a fire on a taxiway. It’s been 20 years, but I think my recollection is close.
Not information I personally will ever need to know, I'm not a pilot. But it was still an interesting video to hear about the alternate and redundant systems involved on a technical level.
Great to see you back Cpt Joe hope your doing well. It's bit ironic as last we we done a overhaul on a Polar cargo queen of the air and replaced her Krueger Flaps. Will have to get a beer when ur next in Glasgow
4:35 I am currently using that software to try to land a fully loaded a320, with all the assists, for a year ( I only take care of the speed, flare and breaking and not of any other avionics) Well, we gotta start from somewhere!! 😁
2:50 Joe, there is no asymmetry protection on the LE flaps. By the time the FCUs have detected a LE flap group not reaching the commanded position, say the LH group A flaps, the RH group A flaps will have already extended pneumatically. Only uncommanded motion cause the FCUs to react quickly (0.3 seconds). In flight, the switchover time to electrics in the air for extension is 35 seconds (25 seconds for retraction). The aircraft can handle LE flap asymmetry. I've seen other TH-cam videos claiming asymmetry protection, but the Boeing Maintenance Manual disagrees. The Maintenance Manual even states that the 4 LE groups operate independently in primary pnuematic and primary electric. Ref: 27-10-00 pages 10~12. Note that the Boeing Maintenance Manual does not use the expression "secondary".
@@flywithcaptainjoedemand explanation from maintenance lower class individuals. You are above them. They are subservient to you. Aircraft maintenance is very very low class. Pilots are extremely high class.
@@TED1980And a retired engineer is even lower class 🤪The engineering comeback is "You can teach a monkey to ride a bicycle, but you can't teach it to fix one"
@@flywithcaptainjoeOf course, Boeing Maintenance Manuals have been known to be wrong or ambiguous. I looked at the Boeing wiring diagrams and independent electrical control of Left and Right wing group A flaps (and Left and Right wing group B flaps) is not possible. There is a single control ouput pin on each FCU to the left and right group B drive motors (2). There is another single control ouput pin on each FCU to the left and right group A motors (6). Well, there are multiple relays between the output pins and the drive motors, so it is possible that a relay could fail in Primary Electric mode (your Secondary Electric mode) and cause asymmetry in the same group. However, there is still no real asymmetry protection on the LE flaps. Boeing manual quote: "5 (c): If a the FCU sets a disagree while a flap group is in primary electric, the FCU will continue to energize the electric motors, even though there may be no flap movement. (d) The times (sic) delays for the FCU to set a disagree are: ..... 3) LE Pneumatic: Extend: 35 sec in air, 15 sec on ground Retract: 25 sec in air, 15 sec on ground 4) Extend: 135 sec, or 5 sec to leave retracted position on ground Retract: 135 sec" Clearly, this is not going to stop asymmetry in LE Primary Pneumatic or Electric. Note that there may be further time delays on the messages appearing on EICAS.
Finally! I’ve been waiting for this for ages and I gave up fruitlessly asking for the 747 flaps video. They are possibly my favorite flaps of all time. Please don’t this to me again. Either don’t tease or one month delay max.
Very brilliant video. Interesting is, that there are so much redundancies in the plane and additional backup backup system if all 3 FCUs fails. I didn't know that there are 3 different drives types (pneumatic, hydraulic and electric) only for flaps. Love this type of videos. Please continue! Maybe some videos of an A380 would be great 😍
Great explanation! Having worked on the Airbus A350 flaps myself, I notice some important differences to Boeing. Captain Joe, could you please make a video on that, it would be very interesting! (I won't comment on details of these differences - my information is confidential.)
I thought the movable part on the front of the wing was called a Slat. If all systems fail you can always do a no flap landing, just need a very long runway
Both are different. If the device re-energises the boundary layer, those are slats. And if the device increases the camber, then those are leading edge flaps.
So in the last scenario: would the outer TE flaps extent beyond the 25 degree setting, if you keep extending to get the inner TE flaps to that setting? Would you have to retract everything first to get all the TE flaps on the same setting at the same time?
Hi Joe. I have an interesting subject you should do for a future video. Why some planes have APU and why some planes don’t. Also why some planes need APU and some planes don’t need APU. Sound interesting enough?
As I’m realizing only passenger jetliners have APU. However some aircraft from the early ages used piston power to power an engine thus spinning a propeller. So therefore Passenger Jetliners have APU. Piston driven aircraft don’t. But why?
captain joe I just did a return trip from New York to Chana on delta's 767-300. 10 hours crossing the atlantic. Iam not an aviator but love every thing about Aeroplanes and am particularly fond of the B767's. If an flap, engine or hydraulic emergency occours in the middle of that crossing how or where would they make an emergency landing if it becomes necessary.
I think one more point is that the food made in vertical farms and greenhouses are tasteless. The German and Dutch greenhouses produce a lot of tomatoes and onions and potatoes but they are just plane bland. A lot of flesh and looks but insanely bad to eat.
That's a no brainer. You pull the bungee cord out of the emergency cupboard. Grab a couple of airplane bottles of scotch. Down those fast. Move the passengers from the exit row. Hand the exit door to the purser. Climb onto the wing and crank those babies down! And always remember it's all fun and games until you forget to re enter the aircraft and upon touchdown a spoiler rips yer trousers!
I wonder why for the B747, the leading edges retract immediately after touch down, but then they extend again. Seems unnecessary to me. What do you say?
Very interesting. I'm wondering about the flap situation with MH370 as power was provided only by the RAT (after fuel exhaustion) as the plane descended in a glide to ditch on the sea. Thanks
Someone piloting the plane like me would stay cool as a cucumber because I would have no idea at all that there is any problem !! Great to know though. Next time I see this out the window and the flaps are creeping along.. I'll know that they're using the backup system....and go back to sleep :)
i would think that the last option for the flaps would be to just use the air it self to pull the flap to the down position. what does mean it will be stuck in that mode.
We saw Kelsey from 74Gear being promoted to captain. You are older than him, I assume. Whenever a Cargolux plane lands at Schiphol I assume it is you. Are you in check for your fourth bar?
statistics of most rarest failures (and also not being accident/incident) ex manual flap extraction was used 10x through all history of 747. would be fun.
This is why Joe is the best. While "other" pilot YTers sensationalize accidents, Joe provides education and knowledge. Great work, mate! Need some more One Minute Debriefs!
Both are different. If the device re-energises the boundary layer, those are slats. And if the device increases the camber, then those are leading edge flaps.
probably not. landing gear position wouldn't do much, aerodynamically (aside from adding further drag; but it doesn't alter lift characteristics.) I reckon that a commercial jet might be able to flight upside down with retracted flaps. but with them extended, too much air gets directed into the then "wrong" direction that the required angle of attack to counter this would just be too high; or the engines not powerful enough; however one wanna see it.
I have a question, do pilots study about the all the systems of aircarft in detail. Do technician and pilots have same level of knowledge about the systems of aircraft?
No. Most pilots have a fairly cursory understanding of systems and that's OK. In the history of accidents VERY few have been aggravated by a lack of detailed system knowledge.
Circuit breaker and if that fails then you just land without them it’s not the end of the world if they fail pilots are trained to land without flaps safely but yes it is harder and will require more runway
Hi! Thank you for the inreresting video! Can you please explain, how can you restore a pressure in hydraulic system in flight? You can, in theory, use a fuel as a hydraulic liquid to refill the system, but this is not the case for 747, if I remember correctly... Thanks!
As long as there is no official report, I won't do a video on it. But there is another guy, who just loves making up stuff from thin air, to get the views!
![PASULOL รามเกียรติ์ ตอนที่ 4 นนทกพบรัก [Ramakien Ep.4: Nonthok in love]](http://i.ytimg.com/vi/tMUQgmZzf_A/mqdefault.jpg)
Glad you’re back Captain Joe!
Thanks buddy! Had to take a break from it all. But have a great line of videos coming :)
@@flywithcaptainjoe When MH370 was gliding to the surface of the ocean with the captain controlling it in the cockpit, & only RAT power available (but batteries too), at which point (e.g. 10,000ft) would he have tried to set the wings' flight surfaces (via the centre electrical system) to slow the plane as best he could for the ditching? Would the available flight surfaces take longer to set, due to being on the secondary power grid? I think he was aware of the slowness of the secondary power grid as he would have simmed it, so he was prepared for the delay to set those surfaces. What do you think? Thanks
Wow!! Two Captain Joe uploads within a week!!
More to come!
CAPTAIN JOE!!!! Thanks so much for posting these. I'm not a pilot, just fascinated with flight. I thoroughly enjoy how you can take such a highly technical subject and explain it so anyone with a basic education can understand it. That's the sign of someone who mastered their craft. All the best!
Very happy to hear that, thanks!
That’s glad to hear, I’m also a teenager who aspires to become an aeronautical engineer the 787 production plant in Charleston. By listening to Captain Joe, I feel more connected and proud of my goal that will surely become reality one day
Great to have you back, Captain Joe!
we've been waiting for this! Welcom back!
Glad you’re back Captain !
Joe, I'm a retired ATCO and I want you to know and spread this warning to pilots who you know that fly to Brazil: in June, some idiots build and release huge hot air balloons, mainly in the southeastern region of Brazil. You should ask for the main aeronautical authorities to contact INFRAERO for example, to discuss what can be done to prevent accidents that are " waiting to happen ". Sometimes even 16 kg steel butane containers are connected to said ballons. Be advised!
There were incidents before, with planes hitting those baloons and get entangled. I saw some pictures of that.
I think it should be treated as a criminal offence to send entire butane cylinders up there.
Always learning, tks Mr. Joe!
Good to see you back Captain Joe x
Excellent information! 😎 Looking forward to part three!! 👍
Coming soon!
As someone who works in IT, I would love if our systems had a 'screw you, screw your failures, just do it anyway!' override switch
It reminds me of the “battle short” setting on some military equipment such as generators, basically it will disregard all faults / warnings and run until it’s out of fuel / seizes / whatever.
crank deployable flaps, redundant manual systems in case of hydraulic or electric failure
Good Morning,Captain Joe!
What better than wake in the morning and watch the most favorite subject(Aviation)presented and explained so successfully,by the most favorite and technically qualifed instructor!! welcome back sir,Best wishes,and Always Beatiful and Safe tavels!!!
Always awaiting eagerly for more posts to come!!!Thank you!!!✈️👍
Thanks buddy! That means a lot!
Good to see some new uploads, Captain!
Thanks buddy! I know it's been a while
Great to see you back! Wonderful explanation of the systems....would love more system videos about the Queen! Danke!!
Stay tuned. Working on them right now :)
very interesting video Joe! :) also those flight simulator shots of LX-JCV are absolutely gorgeous!!! looking forward for the part 3
wait, you've a cargo department?!
@@HxTurtleno, the names Cargolux and LuxPlanes just contain “Lux” in reference to the country “Luxembourg”. We are not affiliated with each other in any way. Hope that clarifies it :)
Thanks Ryan, hope to see you soon!
@@LuxPlanes yes it does!
thank you very much! 😊
I honestly assumed so and just wanted to play a tiny bit with you since the company Joe's flying for sounds so similar 😅
Great report mate,safe flights,🙏🙏👋👋👍🇦🇺
I was a passenger on a 57 which had right flaps extend but not left. Pilot tried three times. Plane listed pretty significantly. We were in the vicinity of JFK’s 13k runway, so declared an emergency and landed at 250k if I recall, very long rollout. Trucks rolled but no fires. We were watched for a fire on a taxiway. It’s been 20 years, but I think my recollection is close.
Great video. Very informative as usual.
Missed you Joe!, İt’s so nice to see you again❤
Thank you Captain Joe
Wow youtube recommended your video after a very long time like after a year...glad to see
Not information I personally will ever need to know, I'm not a pilot. But it was still an interesting video to hear about the alternate and redundant systems involved on a technical level.
Intersting Video Joe
These explanatory videos are very well done and sorely missed! Bitte mehr hochladen!
Today my lecturer explained flight controls, very helpful, thanks joe❤️🫡
I liked the video before waitching it😂😂 this implies that I believe all the info to be obtained here,,,,, big up Capt.Joe 🇹🇿
Great to see you back Cpt Joe hope your doing well.
It's bit ironic as last we we done a overhaul on a Polar cargo queen of the air and replaced her Krueger Flaps.
Will have to get a beer when ur next in Glasgow
Man, what would I give to have a Krueger Flap and make a coffee table out of it ;) Especially the flat and straight ones near the wing root :)
@flywithcaptainjoe I'll keep my eye out as there are a few for scrap. If I can get hold of one I'll give u a shout
Awesome to have you back, when are you doing the video on the pedals
Снова рада тебя видеть здесь красавчик Джо. Обожаю смотреть твое видео. Береги себя капитан Джо!! Удачи и всего наилучшего!! ❤❤❤❤❤
Just had an experience of no flaps on a flight to Lanzarote with TUI, pilots had to land with no flaps as a single sensor failed! Came in hot!
Good one Captain
That neon light is brilliant. Of course the explanation is, too.
Gift from my girlfriend :)
Currently doing my 747 type rating. This helps with my understanding, thanks.
4:35 I am currently using that software to try to land a fully loaded a320, with all the assists, for a year ( I only take care of the speed, flare and breaking and not of any other avionics)
Well, we gotta start from somewhere!! 😁
2:50 Joe, there is no asymmetry protection on the LE flaps. By the time the FCUs have detected a LE flap group not reaching the commanded position, say the LH group A flaps, the RH group A flaps will have already extended pneumatically. Only uncommanded motion cause the FCUs to react quickly (0.3 seconds). In flight, the switchover time to electrics in the air for extension is 35 seconds (25 seconds for retraction). The aircraft can handle LE flap asymmetry.
I've seen other TH-cam videos claiming asymmetry protection, but the Boeing Maintenance Manual disagrees. The Maintenance Manual even states that the 4 LE groups operate independently in primary pnuematic and primary electric. Ref: 27-10-00 pages 10~12. Note that the Boeing Maintenance Manual does not use the expression "secondary".
Thanks buddy! I will ask my maintenance boys! But thanks for the heads up
@@flywithcaptainjoedemand explanation from maintenance lower class individuals.
You are above them.
They are subservient to you.
Aircraft maintenance is very very low class.
Pilots are extremely high class.
@@TED1980And a retired engineer is even lower class 🤪The engineering comeback is "You can teach a monkey to ride a bicycle, but you can't teach it to fix one"
@@flywithcaptainjoeOf course, Boeing Maintenance Manuals have been known to be wrong or ambiguous. I looked at the Boeing wiring diagrams and independent electrical control of Left and Right wing group A flaps (and Left and Right wing group B flaps) is not possible. There is a single control ouput pin on each FCU to the left and right group B drive motors (2). There is another single control ouput pin on each FCU to the left and right group A motors (6). Well, there are multiple relays between the output pins and the drive motors, so it is possible that a relay could fail in Primary Electric mode (your Secondary Electric mode) and cause asymmetry in the same group. However, there is still no real asymmetry protection on the LE flaps.
Boeing manual quote:
"5
(c): If a the FCU sets a disagree while a flap group is in primary electric, the FCU will continue to energize the electric motors, even though there may be no flap movement.
(d) The times (sic) delays for the FCU to set a disagree are:
.....
3) LE Pneumatic:
Extend: 35 sec in air, 15 sec on ground
Retract: 25 sec in air, 15 sec on ground
4) Extend: 135 sec, or 5 sec to leave retracted position on ground
Retract: 135 sec"
Clearly, this is not going to stop asymmetry in LE Primary Pneumatic or Electric.
Note that there may be further time delays on the messages appearing on EICAS.
@@TED1980 you're a total knobber if that's how you treat and think of people.
The sort of plot that gets people killed.
Finally! I’ve been waiting for this for ages and I gave up fruitlessly asking for the 747 flaps video. They are possibly my favorite flaps of all time. Please don’t this to me again. Either don’t tease or one month delay max.
Yes that 747 Flaps are one of a kind :)
Thank you very much!🙂👍
Flaps assimetry is very dangerous. I feel better now that I learned all the mechanical and electonics protections against this nightmare.
Very brilliant video. Interesting is, that there are so much redundancies in the plane and additional backup backup system if all 3 FCUs fails. I didn't know that there are 3 different drives types (pneumatic, hydraulic and electric) only for flaps. Love this type of videos. Please continue! Maybe some videos of an A380 would be great 😍
Great!
If my flaps fail, I will be calling my personal hero, Captain Joe! 🌠
We need more
In the making!
Great explanation! Having worked on the Airbus A350 flaps myself, I notice some important differences to Boeing. Captain Joe, could you please make a video on that, it would be very interesting!
(I won't comment on details of these differences - my information is confidential.)
now that you are trully a captain the channel name fits so well! congrats
Ecxelente vídeo
Thank you, Joe, but where is Part 1? It's not posted and no link in the video. . .
Checking that! The video definitely exists ;)
I thought the movable part on the front of the wing was called a Slat. If all systems fail you can always do a no flap landing, just need a very long runway
Both are different. If the device re-energises the boundary layer, those are slats. And if the device increases the camber, then those are leading edge flaps.
On the A320 they are called slats, on the 747 they are called "Leading Edge Flaps". Same same but different ;)
Threaten the flaps with a firm voice.
So in the last scenario: would the outer TE flaps extent beyond the 25 degree setting, if you keep extending to get the inner TE flaps to that setting? Would you have to retract everything first to get all the TE flaps on the same setting at the same time?
Do they abbreviate the "Flap Assymmetry Protection" to "FAP"? SCNR - great video as always
I think you should upload this video to a secondary channel just in case something goes wrong 😂
Good one ;)
Drop a blue tablet in the fuel. Works for me!. Sometimes, my "flap" won't extend.
Hi Joe. I have an interesting subject you should do for a future video. Why some planes have APU and why some planes don’t. Also why some planes need APU and some planes don’t need APU. Sound interesting enough?
Can you list the planes that don't have an APU?
As I’m realizing only passenger jetliners have APU. However some aircraft from the early ages used piston power to power an engine thus spinning a propeller. So therefore Passenger Jetliners have APU. Piston driven aircraft don’t. But why?
Very interesting. Looking forward to the next episode. Btw do you also have a CargoLux model in the actual grey levery for sale?
Flaps control popped up on me in the sim one day. Haha I spazzed a little bit and just began to use my spoilers😬
Excellent
Welcome back good looking
captain joe I just did a return trip from New York to Chana on delta's 767-300. 10 hours crossing the atlantic.
Iam not an aviator but love every thing about Aeroplanes and am particularly fond of the B767's.
If an flap, engine or hydraulic emergency occours in the middle of that crossing how or where would they make an emergency landing if it becomes necessary.
and if that doesn't work, ask for the runway they used in that fast and furious movie.
Yes but what do you do when all redundancy options fail to extend flaps. Find a longer runway
I think one more point is that the food made in vertical farms and greenhouses are tasteless. The German and Dutch greenhouses produce a lot of tomatoes and onions and potatoes but they are just plane bland. A lot of flesh and looks but insanely bad to eat.
How would you deal with flap asymmetries in alternate mode?
Your "Flap Link" in the left upper corner from this vid didn't show up?...
Houston we've got a problem!
That's a no brainer. You pull the bungee cord out of the emergency cupboard. Grab a couple of airplane bottles of scotch. Down those fast. Move the passengers from the exit row. Hand the exit door to the purser. Climb onto the wing and crank those babies down! And always remember it's all fun and games until you forget to re enter the aircraft and upon touchdown a spoiler rips yer trousers!
What happens if the electric motors fail?
Great video. But I am searching for the third part. Hasn’t it been released yet?
Hi captain, when alternate flap is selected, do we have “ to low flap “ advisory during finals
I wonder why for the B747, the leading edges retract immediately after touch down, but then they extend again. Seems unnecessary to me. What do you say?
Protection against debris from thrust reverser!
I thought the video would be about what happens when everything fails and the flaps remain up no matter what...
that I thought as well, lol.
Will it be safer to land flap up instead of extend flap without any protection?
No! Your approach speed will be very very high and you need a super long runway to come to a stop!
@@flywithcaptainjoe Make sense. Thanks for sharing the knowledge
Flaps Assymetry Protection, or FAP
Very interesting. I'm wondering about the flap situation with MH370 as power was provided only by the RAT (after fuel exhaustion) as the plane descended in a glide to ditch on the sea. Thanks
Someone piloting the plane like me would stay cool as a cucumber because I would have no idea at all that there is any problem !! Great to know though. Next time I see this out the window and the flaps are creeping along.. I'll know that they're using the backup system....and go back to sleep :)
i would think that the last option for the flaps would be to just use the air it self to pull the flap to the down position. what does mean it will be stuck in that mode.
I would hope that all Pilots have Subscribed to you so that incase of an emergency.. they can quickly refer to one of your videos and land safely!!
Redundancy. Redundancy. Redundancy.
Is that a nod to Dr. Mike's Chest compressions. Chest compressions. Chest compressions.?
No :)
We saw Kelsey from 74Gear being promoted to captain. You are older than him, I assume. Whenever a Cargolux plane lands at Schiphol I assume it is you.
Are you in check for your fourth bar?
statistics of most rarest failures (and also not being accident/incident) ex manual flap extraction was used 10x through all history of 747. would be fun.
No subscriptions button to click. Anyway. Awesome.
This is why Joe is the best. While "other" pilot YTers sensationalize accidents, Joe provides education and knowledge. Great work, mate! Need some more One Minute Debriefs!
Aren't the leading edge flaps called slats?
Both are different. If the device re-energises the boundary layer, those are slats. And if the device increases the camber, then those are leading edge flaps.
I wonder if you can fly upside down and maintain altitude okay with full flaps and gear "down". This video made me wonder.
probably not.
landing gear position wouldn't do much, aerodynamically (aside from adding further drag; but it doesn't alter lift characteristics.)
I reckon that a commercial jet might be able to flight upside down with retracted flaps.
but with them extended, too much air gets directed into the then "wrong" direction that the required angle of attack to counter this would just be too high; or the engines not powerful enough; however one wanna see it.
I have a question, do pilots study about the all the systems of aircarft in detail. Do technician and pilots have same level of knowledge about the systems of aircraft?
No. Most pilots have a fairly cursory understanding of systems and that's OK. In the history of accidents VERY few have been aggravated by a lack of detailed system knowledge.
Hell yeah
if they don't extend, the land will be very fast.
Do they run these tests on simulation mode , if not ,they need to ✌️
They do
What if one lowers quickly than the other I know the 737 has a protective system
Epic
Can't you just flap with the wings instead?
and if the Alternate Flap Mode fails?
Circuit breaker and if that fails then you just land without them it’s not the end of the world if they fail pilots are trained to land without flaps safely but yes it is harder and will require more runway
🎉
So glad this is Captain Joe, channel, and not Captain Josephine. That title could get you banned.😉 It's only a joke, folk.
Good one ;)
See a Gynaecologist straight away!!
I think the first video might have gotten pulled down for some reason. 😮
Hi!
Thank you for the inreresting video!
Can you please explain, how can you restore a pressure in hydraulic system in flight? You can, in theory, use a fuel as a hydraulic liquid to refill the system, but this is not the case for 747, if I remember correctly...
Thanks!
For example if you had an overheat situation, then you would shut it down for a while to cool off, and then start it up again for approach and landing
@@flywithcaptainjoe Thanks for the answer.
❤🎉
Joe, could you maybe do a (short) video on MH370? Just a reaction or just some thoughts u can share on the accident
See Green dot aviation 😊
As long as there is no official report, I won't do a video on it. But there is another guy, who just loves making up stuff from thin air, to get the views!
Full pitch veenita didn't even took any note,spoke once directly to give offer… done.
You should probably upload multiple copies of this video for obvious reasons.... (Redundancy.... redundancy... redun.....)
❤😊