LEM says:
And another point where we disagree is that reverse thrust does not produce a pitch down effect.
Actually, the pivot being the main wheels, reverse thrust produces a pitch up effect, even on low mounted engines like a B737, unlike in flight where it would produce a pitchdown effect.
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Beg to differ here (and I did notice that MFS decided to gloss over this basic point).
But there is so much fundamental confusion about cause and effect in this thread that it wouldn't be worthwhile embarking upon any indepth explanation.
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MFS said:
ANY increase in the load on an oleo will cause it to further compress, unless it is ALREADY fully compressed. For very good reasons relating to the risk of internal damage and loss of shock-absorbing capacity, designers will include sufficient margin that under any kind of foreseeable operation the oleos - all of them - are NOT fully compressed.
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There's a significant difference between a compression able to be induced by flight control loads and the additional shock absorption capabilities of an oleo.
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MFS says:
THE SPECIFIC ADVICE TO CREWS FOR MY COMPANY'S MAIN PASSENGER AIRCRAFT IS PROGRESSIVE FORWARD STICK DURING BRAKING. This is based upon flight test experience of the aircraft, not upon a theory. I would hate one of our crews to decide to go against the advice of Test Pilots who flew our certification testing and try out some technique of their own.
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It has been conceded in ths thread that there is a difference between your tail-mounted engines types (now a dying configurational breed) and others. BAe146/RJ85/RJ100 pilots have said that they use backstick braking because it works and therefore it's an endorsed handling technique. At some time in the future we will probably see the practise automated (in Airbus A340, A380, A330, and 737, 767, 787 etc). However by that time there will be but a few aft-mount beasties around (Embraers and Bombardiers). They will be trapped in the technology of their era.
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MFS said:
ANY transference of load from nose to main MUST raise the nose. The less load you transfer, the less the nose will raise and the less use also will be the backstick method....
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Another confusing injection. The up elevator's aerodynamics is exerting a download on the maingear, not off-loading the nose-gear by any "transference". It's a relative change (nose to mains loadings)
only. As speed dissipates, that up elevator ability will be progressively diminished - however it
is at the higher speed that we would like (and benefit from) maximized maingear wheel traction, so that's the beauty of
"backstick braking".
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