I think there are no approaches with thrust reverse....
With a CDA approach you select thrust idle.
Reverse in the air?
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HorsePower
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The B747s need at least 2 MLG compressed to be considered on ground.
For instance:
-WLG RH down + BLG LH down = Aircraft on ground
thanks bits44, very interresting. The numbers you gives can differ from each aircraft (time delay, altitude, etc...) for instance, B777 has 20 seconds time delay during retraction.
Regards
Seb.
For instance:
-WLG RH down + BLG LH down = Aircraft on ground
thanks bits44, very interresting. The numbers you gives can differ from each aircraft (time delay, altitude, etc...) for instance, B777 has 20 seconds time delay during retraction.
Regards
Seb.
Air brakes: Loss of aerodynamics and increase of drag... both in the air and on the ground, used to reduce air/ground speed.
Thrust reverse: not applicable in air.... (as I conclude looking at modern fleets) on the ground used to reduce landing distance. So NOT used as speedbrakes in the air! (Wing/structural load to big)
Hope these conclusions are right.
Thrust reverse: not applicable in air.... (as I conclude looking at modern fleets) on the ground used to reduce landing distance. So NOT used as speedbrakes in the air! (Wing/structural load to big)
Hope these conclusions are right.
Re: Reverse in the air?
What will happen if this aircraft has to make an immediate go around.....Mighty wrote:I thought (in general) it was not possible to select reverse in the air...
but look at this picture.
issn't that dangerous with 2 engines in reverse??
It's been some time since I've read the the manual for this aircraft, but if memory serves me I believe the two outboard engines while having the reverse thrust buckets deployed, are in fact idling, and thrust is not applied until the radio altimeter indicates ground contact, in case of go around the buckets are simply retracted and thrust applied. the two inboard engines are still operating as normal during a landing and are still spooled up.
KT
KT
You read my thoughts ...... i was wondering what the pilot would have to do incase a go around was needed.bits44 wrote:It's been some time since I've read the the manual for this aircraft, but if memory serves me I believe the two outboard engines while having the reverse thrust buckets deployed, are in fact idling, and thrust is not applied until the radio altimeter indicates ground contact, in case of go around the buckets are simply retracted and thrust applied. the two inboard engines are still operating as normal during a landing and are still spooled up.
KT
Thanks for this very soothing post. I was having butterflies in my tummy just having the thought of an airplane reversing in the air. Two engines running on idle & another two spooled up until ground contact is good enough for me.
Cheers,
Walter.
This sort of confirms it:
The shuttle launches with nearly three million kilograms of fuel, almost all of which is used up in the climb to space. From then on it coasts in orbit, using small engines to manoeuvre, but not blasting ahead full-out.
A week or so later, it's time to land.
The powerful shuttle becomes a huge, heavy aircraft as it comes into the atmosphere -- with no engines. This is the world’s heaviest glider, entering the atmosphere belly-first over the Pacific west of Hawaii at 25 times the speed of sound, and gliding thousands of miles to Florida.
Pilots call it the "falling brick."
Having no engines means there are no second chances at landing. It has to work first time, piloted by someone who may be landing a shuttle for the very first time.
But NASA has a neat way to teach landing skills, using a Gulfstream-2 aircraft based in El Paso, its cockpit modified to resemble the pilot's controls on a shuttle.
There's one big difference: The Gulfstream is a sleek, graceful aircraft. The shuttle is anything but.
So pilots practise by shifting the Gulfstream into reverse at high altitude.
"To accomplish that, we lower the main gear of the STA (training aircraft) and put the engines in reverse thrust," says a NASA training pilot, Triple Nickel. (NASA assures us that really is the name he goes by. We didn't press too hard.) "You know when a commercial plane lands and you're thrown forward after the wheels touch down? We do that at 30,000 feet."
Prior to a shuttle mission, a mission commander (who serves as a copilot) has to complete 1,000 training aircraft landings.
The shuttle launches with nearly three million kilograms of fuel, almost all of which is used up in the climb to space. From then on it coasts in orbit, using small engines to manoeuvre, but not blasting ahead full-out.
A week or so later, it's time to land.
The powerful shuttle becomes a huge, heavy aircraft as it comes into the atmosphere -- with no engines. This is the world’s heaviest glider, entering the atmosphere belly-first over the Pacific west of Hawaii at 25 times the speed of sound, and gliding thousands of miles to Florida.
Pilots call it the "falling brick."
Having no engines means there are no second chances at landing. It has to work first time, piloted by someone who may be landing a shuttle for the very first time.
But NASA has a neat way to teach landing skills, using a Gulfstream-2 aircraft based in El Paso, its cockpit modified to resemble the pilot's controls on a shuttle.
There's one big difference: The Gulfstream is a sleek, graceful aircraft. The shuttle is anything but.
So pilots practise by shifting the Gulfstream into reverse at high altitude.
"To accomplish that, we lower the main gear of the STA (training aircraft) and put the engines in reverse thrust," says a NASA training pilot, Triple Nickel. (NASA assures us that really is the name he goes by. We didn't press too hard.) "You know when a commercial plane lands and you're thrown forward after the wheels touch down? We do that at 30,000 feet."
Prior to a shuttle mission, a mission commander (who serves as a copilot) has to complete 1,000 training aircraft landings.