Can any non-Russian plane do this?
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I don't think it was authorised, but common enough, to select reverse pitch on RAAF Caribous before touchdown during Vietnam war. To minimise risk from ground fire, a steep approach was often needed. For maximum protection, the touchdown point was also planned past the end of the strip, and any misjudgement could result in excess energy and insufficient length remaining.
Close to ground, select reverse idle, check actually achieved (2 blue lights), select max reverse power and full back stick as power applied to prevent nose gear damage.
I have witnessed one stuck in forward and max power applied on both without waiting to check the blue lights. Of course it was a short and very narrow strip. A STOL landing could often be completed in the length of the aircraft, but high and fast, one in forward meant it was a difficult touchdown and landing roll. A previous post refers.
Don't try this at home!
Close to ground, select reverse idle, check actually achieved (2 blue lights), select max reverse power and full back stick as power applied to prevent nose gear damage.
I have witnessed one stuck in forward and max power applied on both without waiting to check the blue lights. Of course it was a short and very narrow strip. A STOL landing could often be completed in the length of the aircraft, but high and fast, one in forward meant it was a difficult touchdown and landing roll. A previous post refers.
Don't try this at home!
NASA used the Grumman Gulfstream as a shuttle training aircraft (STA) with main gear down and reverse thrust enabled in flight. Shuttle Training Aircraft - Wikipedia, the free encyclopedia
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I think the main reason for Boeing allowing TR deployment below 10ft RA is that you don't have problems with "smart logic" preventing use of thrust reverse when aircraft gets into situation, not predicted by aircraft designers (e.g. frozen switches, aquaplanning, etc.).
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Whilst decending into DUB in a Mytravel 320, there was a sudden loud buffeting sound that lasted around 10mins of the descent.
The cabin crew made an announcement apologising for the noise and said it was due to the fact that they were using thrust reversers to slow the aircraft.
So apparently the 320 can do it....... not.
The cabin crew made an announcement apologising for the noise and said it was due to the fact that they were using thrust reversers to slow the aircraft.
So apparently the 320 can do it....... not.
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IIRC in flight deployment was not physically prevented with the external clamshell reversers, but their use was prohibited in flight.
Now, just how true that is, got me, sounded damn good at the time.
Oh, the School was Dalfort, the former Braniff training school.
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Thread Starter
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Oh indeed. (777 is also 10ft RA).
It's just meant to ensure REV is available straight after touchdown.
It's just meant to ensure REV is available straight after touchdown.
I did some homework (talked to a few pilots) and was told that the 777 needs to be on the ground before the reversers will work. Got similar answers from A320 and 767 pilots. Perhaps the 10ft limit is only on the older (727, 737) Boeing designs- lawyers maybe?
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Oh, the School was Dalfort, the former Braniff training school.
But back on topic. On the IAI Westwinds I flew, there was nothing preventing the reversers from being deployed in flight. When deployed in the landing flare a couple of feet off the runway, a firm arrival is likely! Inadvertent deployment of one reverser during takeoff was a common SimuFlite sim training exercise and the source of much fun. Actually you could fly away from the ground like that in the sim scenario with aggressive and timely rudder input, but I'm happy to say I never had to in the airplane.
The CP at one company I flew for had an inadvertent deployment during a checkride while doing 320 KIAS but managed to regain control before it got too far out of hand. Not only wasn't the offending T/R ripped off the airplane but there wasn't even any damage. None. Tough old beasts.
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Concorde used internal engines reversers as airbrakes, IIRC. For greater RoD from (high) altitude, if needed.
[edit] Obviously not during final approach, the delta wing was far enough an airbrake, then.
[edit] Obviously not during final approach, the delta wing was far enough an airbrake, then.
Last edited by AlphaZuluRomeo; 13th Feb 2013 at 09:40.
The DC-8s had in flight TR capability
Air Canada had a serious accident because of a premature in flight TR deployment on a DC-8 at Malton in the 1960s, to get the plane down for landing.
The plane landed very hard, the pilot took off again, but the aircraft had received serious structural damage and was lost along with its full load of passengers as it crashed during the go around.
So as SLC I'm a strong proponent of squat switches for passenger jetliners TR.
The plane landed very hard, the pilot took off again, but the aircraft had received serious structural damage and was lost along with its full load of passengers as it crashed during the go around.
So as SLC I'm a strong proponent of squat switches for passenger jetliners TR.
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Inadvertent deployment of one reverser during takeoff was a common SimuFlite sim training exercise and the source of much fun
Not one to be happy being ordered by someone with much less experience, I never the less agreed. Just so happened that the sim instructor heard this 'order'.
So the very next takeoff, you guessed it, the right thrust reverser deployed. He managed to keep it airborne and we were staggering along at about 50 AGL, not picking any airspeed nor climbing.
So finally the guy in the left seat said, "Well I guess we lost an engine, but why won't it climb?"
I shot back, "If we make it to 500 feet I'll tell you."
The rest of the sim lessons were much more friendly. And no more orders given.
I'm one real brave SOB in a simulator, in an actual aircraft, not so much.
Last edited by con-pilot; 13th Feb 2013 at 15:57.
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Air Canada Flight 621 - Wikipedia, the free encyclopedia
This was the accident which had a resultant recommendation that the spoiler levers have a placard fitted stating "NOT TO BE DEPLOYED IN-FLIGHT". Some wags at the time said it might as well say "IT IS FORBIDDEN TO CRASH THIS AIRPLANE".
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737 reversers - ancient history
If the 737 can do it below 10ft RA,
On the B732 version I flew there was a squat switch on the nose gear to prevent this. I don't know if it was a company option or standard. It seemed a good idea, because on bucket reversers ground contact as the a/c reared onto its haunches was a real threat; there-after the tail.
On the B732 version I flew there was a squat switch on the nose gear to prevent this. I don't know if it was a company option or standard. It seemed a good idea, because on bucket reversers ground contact as the a/c reared onto its haunches was a real threat; there-after the tail.