Rat 5. I have no data on "engine shock" only anecdotes which was the jist of my post that new f/o s might ask the question and the anecdote based response will assist them in broader understanding of how procedures are derived. Anecdotes might also lead people to think " thats crap" but that thought will arrive as a result of thoughts/questions which is the nature of this site. As for idle thrust landings we did away with that as a procedure some time ago on 744 however I have been 737 for 4 years now and I am not au fait with 744 procedures. The highest and hottest altitude we fly to is around 2000 and 35 to 40 celsius on a very hot day. Our turnarounds are 35 to 40 mins 400/800. Landing max weight with auto brakes 3 ( we have 1 2 3 max) gives an adjusted brake energy of 25.9 which fits within the caution zone and no take off for one hour however use of reverse thrust and auto brake 3 gives a 14.7. use of autobrake 2 and reverse gives you 30 min turnaround. Using autobrake 3 adds 10 mins to the turnaround which is near to the standard turnaround. In practice we are never scheduled to less than 40 min turnaround and we land with autobrakes 3 and ease them out early on the rollout. The only time idle reverse landings are a consideration might be if we landed on a long runway with a roll through like 34L in sydney and someone may elect to brief and use idle reverse and take the reversers through the interlock for muscle memory. This also allows the 3 minute cool down timing before shutdown to start and remove the need to hold at the gate with engines running for a cool down. We dont as a rule use idle reverse very often. I do agree that the brake temp guages on the 747/744 were handy and would be handy if your company was promoting idle reverse landings as standard.
