Manual Flare technique...to hold or not to hold wheel with both fists
Our airline SOP is that reverse is applied by the handling Pilot which can at times result in a delayed reverse application (more common after a 'difficult' landing - say in crosswind conditions). Other airlines SOP's call for the non-handling Pilot to apply reverse upon mainwheel touchdown allowing the handing Pilot to concentrate his attention on the landing rollout. Here lies the real debate and in my view the latter SOP is safer as well as being more efficient with less brake wear.
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Well 3200+ of us in BA are accustomed to applying reverse for the HP. Apart from the occasional accidental 'hand caress' over the centre console, it works well and results in consistent reverse application.
On the 747-400, keeping wings level throughout the flare and landing rollout is vital - to avoid podscrape - in a strong x-wind it is comforting to know that the NHP is sorting the reverse. You wouldn't want to be manipulating those 4 reversers by yourself!
On a 380 with only 2 reversers and a sidestick, it would be entirely different.
Each to his own type/company SOP.
On the 747-400, keeping wings level throughout the flare and landing rollout is vital - to avoid podscrape - in a strong x-wind it is comforting to know that the NHP is sorting the reverse. You wouldn't want to be manipulating those 4 reversers by yourself!
On a 380 with only 2 reversers and a sidestick, it would be entirely different.
Each to his own type/company SOP.
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My five cents worth are regarding going into "Beta" or flat pitch befor the nosewheel has touched down. I can't speak for jets, but turboprops in flat pitch do create some significant drag. If say, you go aggresively into reverse and one engine should fail or one pitch controll unit should fail, before the noesewheel has touched down, you have nothing to keep you on the centre line. Well, you have the fin but I doubt that it would hold in such speeds. Could make for a nasty accident. We're taliking about forces way greater than Vmcg with much less traction.
/LnS
/LnS
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l'n's
just goes to show that this stuff is type specific - most jets I've flown select reverse on mainwheel t/d - then de-rotate the a/c in the most showing-off manner you can
PS: ssg: how banned are you?
just goes to show that this stuff is type specific - most jets I've flown select reverse on mainwheel t/d - then de-rotate the a/c in the most showing-off manner you can
PS: ssg: how banned are you?
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Exeng,
Poor technique to select more than idle with nosewheel off the tarmac.
NHP should do what his name suggests.Not handle.He should monitor.Lot of things to monitor,sink rate,speed,spoilers,directional control,etc.HP should do what the name suggests.Handle.He/she flies the thing..crosswind,wet,whatever.Flying includes landing,rollout and decel.
What if the PF detected an imminent bounce,he might want to delay the reversers,or if directional control is compromised on rollout,do you think theres time to command which side to increase/decrease rev thrust to the uninitiated..or if you were forced into a rwy GA after rev deployment(747 enters rwy 1000m ahead in 1500m vis) just after touchdown..you could deviate left/right but if youve only just touched down and reversers are in idle,then the GA option is better..could two minds make a snap decision like that?
If BA do it,then fine.Their record is good.But I think its messy and runs contrary to good airmanship.
Centaurus,
Totally agree with your post.And you raise an interesting point.Is this unnecessary splitting of landing duties an attempt by BA to show good CRM?
Poor technique to select more than idle with nosewheel off the tarmac.
NHP should do what his name suggests.Not handle.He should monitor.Lot of things to monitor,sink rate,speed,spoilers,directional control,etc.HP should do what the name suggests.Handle.He/she flies the thing..crosswind,wet,whatever.Flying includes landing,rollout and decel.
What if the PF detected an imminent bounce,he might want to delay the reversers,or if directional control is compromised on rollout,do you think theres time to command which side to increase/decrease rev thrust to the uninitiated..or if you were forced into a rwy GA after rev deployment(747 enters rwy 1000m ahead in 1500m vis) just after touchdown..you could deviate left/right but if youve only just touched down and reversers are in idle,then the GA option is better..could two minds make a snap decision like that?
If BA do it,then fine.Their record is good.But I think its messy and runs contrary to good airmanship.
Centaurus,
Totally agree with your post.And you raise an interesting point.Is this unnecessary splitting of landing duties an attempt by BA to show good CRM?
Last edited by Rananim; 9th Jul 2008 at 00:39.
Rananim
Are you seriously suggesting a Go Around after reverser deployment is a good idea on say, just for example, a 744 
(hint - this has nothing to do with BA SOPs or CRM)
(hint - this has nothing to do with BA SOPs or CRM)
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On the 75/76 a G/A is impossible after reverser deployment unless you cancel reverse first. The G/A switches are inhibited and I believe the thrust lever cannot be moved out of the forward idle gate until reverse is stowed.
Always check the landing is assured before selecting reverse.
Always check the landing is assured before selecting reverse.
