Avionista & RWA,
My question is: under what circumstances would a pilot put one (or more) of his aircraft's engines into MAX REVERSE if his intention was not to make a full stop landing?
Maybe I can add that pilots are instructed NOT to attempt a go around after reverse is engaged.
Yes, but if you decide to go around, and command TOGA on the T/L, the FADEC on the 320 would remain at forward idle until the reverse sleeve mechanism's hydraulics have fully depressurized...
It is possible, but definitely not recommended.
One scenario for going around after reverser selection is, touchdown, select reverse, derotate and while the aircraft is still at high speed, something enters the runway... If you got aircraft on both sides of the runway, what would you like to do? Wish for a go-around?
Personally, I'd favour returning manual control of the ground spoilers to the pilot once the aeroplane is on the ground. Selection of reverse thrust clearly implies an intention to land/pull up.
Indeed, but it still doesn't help much when you got 1 TL in positive forward... You're still gonna run off the end of CGH that day if that was the case.
Brakes and positive thrust isn't wise, spoilers and brakes assume the need for idle or reverse. Brakes heat up quickly, have positive thrust and your numbers are varied. Is one suggesting an idle override?
How to go-around then? BOTH in TOGA? Would that be for single engine too? or just 1 TL into TOGA? *aihhh... too much to think off*
Bye bye simulated single engine take off on a real plane then, and single engine go-arounds... (where you put the simulated failed engine into idle). Or that "idling due to excessive vibration" and then you need to do a late go-around? Override that and go into land?
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AustrianSimon,
Any jet transport aircraft require you to have engines at idle when touching down. This is to enable ground spoiler deployment. Any forward thrust would auto-stow the spoilers as the system assumes you're about to go around or has finished the landing with a full stop.
So if the plane touches down with all levers in CLB, on the 320, spoilers wouldn't deploy! Simple no?
Once autothrottle deactivates, leave the engines at their current thrust setting, regardless of lever position, and wait where the humans move the thrust levers to. If engines are at or close to idle and weight is on the wheels, allow activation of spoilers and brakes.
Again, see above!
So, you do a steep unstable descent with A/T, you somehow manage to flare, and disconnect the A/T using the D/C buttons on the TLs or ATHR button on the MCP (you gotta be nuts to do the MCP d/c in flare)...
So now you got weight on wheels, engines probably at idle during disconnection, but TLs are in CLB... You're going to land or G/A? How does the computer know?
Again, the computer doesn't know of the weight on wheels is because the aircraft is on a runway, taxiway, grass, road, highway, parking lot, whatever. D/Cing the A/T and allowing spoiler extention and brake activation on the scenario above but on grass (let's assume the crew became unstable and tried to go in and end up undershooting, which isn't the first time!), would actually spell more trouble than if the spoilers and brakes didn't engage... Why? U're dumping lift and trying to create wheel friction on an unrated surface unintentionally... you could end up ripping off the wheels, digging the engines etc and write off the plane, You add more thrust, but it's not quite at TOGA... how does the computer know when to override? whereas, if U're on the current system of the 320, you could getaway with it because no lift is dumped.
Keep It Simple! The current system looks dauntingly complicated, but it is so to make it simple to operate... ie: when landing, bring both tls to idle and then reverse... simple no?
Bubbers,
I thought the computers aren't supposed to guess, it's supposed to think and understand, and when it doesn't understand, it gives it back to the pilot.
PK-KAR