Can't really buy the argument of the P&W engine offering more thrust, the version i've been using on the 767-400 has 63,500 pounds available.
Not really - on the CF6-80C2B8F that thrust isn't available statically, it rolls in with forward speed. The max N1 you can set statically on the B8F rating is exactly the same as it is on the B6F rating (60K+). It's a little trick that GE pulled - to recertify the engine to a higher max thrust would cost a fortune. But as you start rolling down the runway, net thrust lapses (drops) with forward speed, so what GE did is increase max N1 between 30 and 60 knots to get back the thrust available statically. 63.5k is what you'd get if you had the 60 knot N1 statically - but the FADEC won't let you do that (unless you're in the unrated alternate mode, in which case you're overboosting the engine). Pratt is doing something similar on the 767-2C/KC-46, increasing max EPR with forward speed.
Deleting the thrust reversers made no sense at all, one slippery day that decision will come back to bite !
Perhaps, but USAF didn't want them
