Testing of idle reverse thrust before takeoff. A wise precaution?
I was directly involved in the Lauda 767 investigation - probably the hardest, most unpleasant thing I ever did at Boeing.
snip
Ultimately it was determined that it simply was not practical to make an in-flight deployment controllable with the (then new) very high bypass turbofan engines, the only answer was to make sure it never happened. Hence the retrofit of the 'third lock' (aka 'sync lock', although not all installations use an actual lock on the sync cable).
snip
Ultimately it was determined that it simply was not practical to make an in-flight deployment controllable with the (then new) very high bypass turbofan engines, the only answer was to make sure it never happened. Hence the retrofit of the 'third lock' (aka 'sync lock', although not all installations use an actual lock on the sync cable).
I was flying B767 with P7W JT9D-7RE at the time.
It is a long time ago, and almost as long since I read the report, but all I can say is we introduced company changes to "SOP" within 48 hours of the accident.
Stick to the AFM for the aircraft, do not invent additional procedures --- and any change must be approved by the Type Certificate holder and the state of certification.---- all done in that 48 hours, in our case.
Tootle pip!!
‘Stuff’ that must be tested will be listed in the FCOM and AFM.
Otherwise leave it alone!. It could be argued that the more often something is cycled, the closer you bring it to failure. Landing lights come to mind. If they worked OK last night, chances are they will work tonight without you flicking them on and off, ‘just to check’ (and after the engineers probably already checked).
But of course if your anal SOP says to do it, you do it.
Otherwise leave it alone!. It could be argued that the more often something is cycled, the closer you bring it to failure. Landing lights come to mind. If they worked OK last night, chances are they will work tonight without you flicking them on and off, ‘just to check’ (and after the engineers probably already checked).
But of course if your anal SOP says to do it, you do it.
Join Date: Oct 2018
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Reverser effect?
In our OPT iPad, the reversers make a significant difference to landing distances in two engine operative as well as single engine landings, and wet runways as well. It either makes that real difference or they’re telling big porkies! Our SOPs state, do not stow reversers until stopping is assured. I can feel the difference. An aside, I can feel the difference in stowing the speed brakes as well.
but I do not check them taxiing out.
A few few times I’ve left them out a bit longer than normal, and a few times had the reverser light on the overhead illuminate, so I put them away in good time when decreasing below 80 knots +/-
but I do not check them taxiing out.
A few few times I’ve left them out a bit longer than normal, and a few times had the reverser light on the overhead illuminate, so I put them away in good time when decreasing below 80 knots +/-
