you still need to ensure the crew will react properly to those gates and guards.
Very true! While test flying then later training the new owner in a Cessna 182 amphibian, I would use and train the propeller reverse. However, this particular airplane has a more modern switching than mine, and the others I have flown. The result is that to actuate reverse on the landing rollout, it is necessary after landing to confirm low airspeed and engine RPM, then open a guard, then move the first toggle switch on the lower instrument panel to arm the system, then move a second toggle switch on the control wheel the correct of two directions to operate reverse. All reasonable actions, and thought out to prevent mis operation, but when you add them all up as actions to be performed after touchdown during the rollout, it's a fair amount, in addition to steering (not quite as crisp in the amphibian as a standard wheel plane. A few times after not getting into reverse as intended, I would look to see which of these actions I had missed. A couple of times I found that I had opened the guard, but failed to effectively select the toggle switch within. I suppose just one too many discreet actions in a row to get them all done in order! Very simple task saturation. Safe though as long as you weren't actually planning to need reverse to stop - which, with brakes and a decent runway was usually the case.
But a reminder to me that too many safety features can defeat the intended operation underlying system!
I see what you did there!
