737ng Rto
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737ng Rto
If you are with a MEL released aircraft with one reverse thrust inoperative and you have a failure at the other engine during take off, you will have no reverse thrust during RTO. Is it right to say that you will have to deploy the speedbrakes manually as it is actuated by the reverse thrust levers?
Last edited by Becker Junior; 15th Oct 2007 at 20:56. Reason: wrong writing
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Without checking, I think its the closure of the thrust levers (once RTO is armed above 60 knots) that deploys the speedbrakes. Also, I think V1 is calculated for the stop scenario with no reverse either. I'm sure someone will correct me before I get the book out.
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On a rejected take off, the speedbrakes must be deployed BEFORE reverse thrust, according to mr Boeing.
This is to prevent assymetrical reverse thrust (in the one engine scenario or the reverser u/s scenario) with the speedbrakes down which can cause control difficulties.
This is the reason why the speadbrake is not armed for t/o. It should be done manually, after thrust lever closure. Then reverse thrust follows. That's Boeing SOP anyway.
This is to prevent assymetrical reverse thrust (in the one engine scenario or the reverser u/s scenario) with the speedbrakes down which can cause control difficulties.
This is the reason why the speadbrake is not armed for t/o. It should be done manually, after thrust lever closure. Then reverse thrust follows. That's Boeing SOP anyway.
Our SOP is to raise ALL reverse thrust levers to the interlock, even if locked out. I'd be prepared to bet that most of us would do that without thinking, and voila - speedbrakes.
I have worked for one company that had first deploying T/Rs, thus instigating auto spoiler deployment, as it's SOP, but every other Boeing operator I know of uses the Boeing reccomendation of manually deploying Speed Brakes first.
Also, Becker makes the statement that "If you are with a MEL released aircraft with one reverse thrust inoperative and you have a failure at the other engine during take off, you will have no reverse thrust during RTO."- Not so. There is no restriction on using the one operative T/R during an RTO. The assymetry is easily delt with by rudder and nosewhell steering.
Also, Becker makes the statement that "If you are with a MEL released aircraft with one reverse thrust inoperative and you have a failure at the other engine during take off, you will have no reverse thrust during RTO."- Not so. There is no restriction on using the one operative T/R during an RTO. The assymetry is easily delt with by rudder and nosewhell steering.
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Also, Becker makes the statement that "If you are with a MEL released aircraft with one reverse thrust inoperative and you have a failure at the other engine during take off, you will have no reverse thrust during RTO."- Not so. There is no restriction on using the one operative T/R during an RTO. The assymetry is easily delt with by rudder and nosewhell steering.
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actions to initiate the RTO functions.
Close the thrust levers, simultaneously disconnect the Autothrottle,
Deploy the speedbrakes
Max reverse thrust (as appropriate)
Closing the thrust levers geets you into the RTO braking, which will be more than sufficent to stop, assuming correct speeds and performance are being used.
Deploying the speedbrakes- ensures any/all lift dumped.
Reverse thrust is purely an additional item in the performance. It makes no difference to the RTO braking effort, unlike the autobrake functions.
Close the thrust levers, simultaneously disconnect the Autothrottle,
Deploy the speedbrakes
Max reverse thrust (as appropriate)
Closing the thrust levers geets you into the RTO braking, which will be more than sufficent to stop, assuming correct speeds and performance are being used.
Deploying the speedbrakes- ensures any/all lift dumped.
Reverse thrust is purely an additional item in the performance. It makes no difference to the RTO braking effort, unlike the autobrake functions.
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mustafagander says: "Our SOP is to raise ALL reverse thrust levers to the interlock, even if locked out. "
I do not know whether the MEL for the 737 is different where you fly, but isn't it an MEL requirement to wire lock the reverser lever so you cannot raise a locked out reverser lever?
I do not know whether the MEL for the 737 is different where you fly, but isn't it an MEL requirement to wire lock the reverser lever so you cannot raise a locked out reverser lever?
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737ng Rto
If you have a MEL released INOP reverse, it lever will be wired locked for sure. If you have a failure on the other engine, you won’t have reverse thrust for RTO. My SOP says that the PM should make the callout “speed-brake up or not up” during the RTO procedure. So assuming you leave it to work automatically. I agree we should deploy it manually BEFORE the reverse thrust is applied and that’s what I will do. SOP says also that you must leave the auto-brake RTO system to work until a complete stop as it is more efficient than maximum manual brake. On that I agree and the FCTM says so.
