3rd Jul 2012, 17:10
I am interested in knowing what the official procedures are for landing the 737NG with only one thrust reverser working on a wet runway and a dry runway.
Which of the manuals would these be located in? FCOM, FCTM or the QRH?
4th Jul 2012, 01:40
What specifics are you interested in?
4th Jul 2012, 04:48
Keep it straight going down the runway? Beats the alternative.
4th Jul 2012, 07:40
To be allowed to dispatch an aircraft with a rev inop,the airline must have trained you as per the MEL.
If you did SE landing on wet runway in your sim,you are qualified.
Now the issue of one rev inop on dry runway would be brake cooling schedule if high A/B setting needed for stopping distance.
Landing distance aint much of problem ..even on a wet runway.
Contaminated runways would be a whole different problem due to hydroplanning...
If you have the choice,just dont use the other at all ,if your weight/a/b setting allows a no rev landing without getting your braking cooling too high..
In any case be gentle...
Have you ever opened one?
4th Jul 2012, 08:46
Thanks for your inputs guys...
QRH?Have you ever opened one?
Not until the previous minute. I'm not a 737NG driver BTW.
11th Jul 2012, 08:11
As de facto says only use it if you really have to. It does not offer much in terms of reducing LDR (unless you have a poor BA) but one at max reverse causes a yaw much more significant than the sim which could easily lead to rw edge departure (esp with a crosswind).
11th Jul 2012, 17:27
Thanks. Better to just use max braking...
11th Jul 2012, 18:03
I'm not a 737NG driverNobody is. It's an aircraft.
11th Jul 2012, 20:49
As briefly mentioned, there are different ways of using the right technique.
However the "Non-Normal Configuration Landing Distance" in the QRH are based on "maximum manual breaking and maximum reverse thrust available on operating engines(s).
Hope that helped a bit.
15th Jul 2012, 10:23
Cannot see a problem with using full reverse wet or dry runway on remaining engine since there is no warning in the FCOM against it. Using idle reverse or worse still no reverse is going to give hot brakes. The FCTM covers the subject well. The use of minimum reverse thrust as compared to maximum reverse thrust can double the brake energy requirements and result in temperatures much higher than normal. Brake fires are not pretty to watch and most undesirable from passenger comfort point of view. :ok:
15th Jul 2012, 13:27
And thats when a higher flap landing (ie40) and lower auto brake setting come to mind as biggest factor for hot brakes being touchdown speed....
16th Jul 2012, 16:54
Time to consider rwy conditions, direction of X-wind and consequent crabbing of a/c due to weather-cock and then due to assym thrust rev. Anticipate and be warned.