Landing Distance Reverse Thrust.

[newifr]

Just a quick question on Landing Distance Required. Under CASA rules is Reverse Thrust allowed in the calculation of Landing Distance, does it differentiate in the use of reverse between Dry and Wet runways?

[OpsNormal]

Reverse thrust is not taken into account when complying with published (for that aircraft) landing data, it is "brakes only", hence the need for wet/dry/contaminated runway charts. Reverse thrust is only ever an ace up your sleeve.

Regards,

OpsN.

[newifr]

OpsNormal

The non consideration of Reverse Thrust is it laid down in any CASA regulation? Or is it an airline by airline rule..

[Mach E Avelli]

It is an international standard. You will find it in Part 121 or its equivalent in FAA, EASA etc.

[SIUYA]

newifr...

http://flightsafety.org/files/alar_bn8-3-distances.pdf

[waren9]

>5700kg?

CAO 20.7.1B

[601]

And the drag chute?

[The Green Goblin]

However to add to what Opsnormal said, yes reverse thrust is not accounted for in light turboprops etc.

In jets, in abnormal landing configs or with system failures, or with in flight performance charts you get a credit for reverse.

For instance in a A320,

Landing Distance - Good
Config - FULL
Autobrake - Low
Has a ref distance of 1940m @ MLW

You can reduce that landing distance by 10m per operative reverser.

Landing Distance - Poor
Config - Full
Autobrake - MED
Has a ref distance of 2970m @ MLW

You can reduce that landing distance by 250m per operative reverser.

[OpsNormal]

Cheers GG. Correct, I have only ever glean the actual info I needed out of 20.7.1(b) for the operation I have been carrying out to date. Not yet had that opportunity as of yet to need to use the rest of the doc... Thanks again.

[Left Leaning Jowler]

Just bringing this subject back, what are the FAA/JAR assumptions for stopping on the runway wrt reverse thrust, antiskid, spoilers etc when a failure occurs at v1? I believe for wet and contaminated runways, the assumptions are also different to a dry ruwnay.

[megan]

Have a read of the link to get an understanding, you should note that a failure AT V1 means you continue the take off, V1 is defined as when the first stopping action is taken (reverse thrust selected, stomp on brakes etc etc). The actual failure precedes V1 at a point called Vef.

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-C/part-25/subpart-B

[43Inches]

Just bringing this subject back, what are the FAA/JAR assumptions for stopping on the runway wrt reverse thrust, antiskid, spoilers etc when a failure occurs at v1? I believe for wet and contaminated runways, the assumptions are also different to a dry ruwnay.

Antiskid assumed available unless stated otherwise, reverse thrust similar to the landing distance required question. Transport category will have charts or allowances for inoperative braking and control systems. Antiskid inop is usually a huge penalty for both take-off and landing, especially on a wet runway expect it to be almost ferry flights only type weights unless its a long runway surface. AS inop suddenly on an actual runway, low speed reject and watch the brakes, high speed probably best to keep going depending on other failures. I know of some checkies that like to throw in electrical failures on take-off (in the sim) that knock out antiskid, so the reject blows all the tires, finish checklist and re-establish power, oops cant move.