Rob21, RWA, PK-KAR
Thanks for answering my question. It seems to be an ambiguous state of affairs if pilots are instructed, rather than recommended, not to attempt a go around after reverse thrust has been deployed, but the aircraft system logic 'assumes' a full stop landing is not necessarily the pilot's intention when reverse thrust is active. By the way, is the instruction regarding reverse thrust deployment precluding a subsequent go around issued by AI and/or individual airlines?
PK-KAR posits a scenario (runway obstuction) in which a pilot, after deployment of reverse thrust, might wish to cancel a full stop landing and initiate a go around. Performing a go around in these circumstances could be very risky, possibly riskier than continuing with the landing.
Assume a normal landing situation with both TLs at IDL, autobrake and GS armed. After touchdown, the GS deploy, braking commences and the pilot selects reverse thrust on both engines. Say, five seconds later another aircraft enters the active runway at an intersection midway along a 3000 metre runway. On seeing this incursion, the pilot immediately moves both TLs to TOGA and attempts a go around. What are his chances of getting airborne in time to clear the other aircraft? Would it be better to apply maximum braking effort and try to steer clear of the obstructing aircraft?