I experienced this for the first time last week. I flew on an Air France B777 from Washington Dulles to Paris and we landed w/o reverse thrust. Then flew from Paris to Hamburg, Germany on a B735 and no reverse thrust either!!I was quite surprised to say the least.stephen

Okay, I would just like to know when do jets not use the reverse thrust because I don't ever remember landing without it on any of my trips.I thought that to use the breaks too much could heat them up and use them up more quickly which would lead to more maintenance. I would assume you would need at least 10,000 feet of runway to even consider not using reverse thrust but I don't know. I also don't remember seeing in any manuals the choice to not use rev thr, it always seems to tell us when to engage it on the checklist without an (as needed) command.Also, is this a habit of certain airlines? On all United States airlines, I have never seen nor been on a flight w/o reverse thrust.Just asking, thanks!Travis McKinneyRaleigh/Durham, NC (RDU)

I'd like to know that as well. This was my first time on a foreign carrier, and the first time I've seen it. i fly at least 3 times a year in the states (all on domestic carriers) and have never seen it before.I was especially surprised on a jet as big as the B777 to not use reversers!

Well it is mainly a european thing I guess as the reverse thrust makes a lot of noise and of course the people whom started living around the airport while the airport was already planted there don't like that. If you look up any chart (of a major civil airport) in europe you will find that most airports request to absolute minimum use of reverse thrust and at some airport it is even prohibted at night time (2300-0600 local).Ciao,Norman

But also keep in mind CDG has very long runways, so if they weren't heavy no reverse landings would be fine. Here at YYZ we have a night curfew as well, no reverse unless absolutely necessary. Basically reverse is not used only when runway length, weight and company SOPs allow.

Hi !to all your quests: Activating the reversers depends on the runwaylength and on the weight of the plane. So if the plane has very few fuel left , its not necesary to use reversers. The pilot of a 738 Ab said , "we don't need to use it here in EDDT because we are very "light" and the runway is long enough so that we can roll out .....But keep in mind that reversers are not 100% of the landing rumble sound!thanxsam

Exactly. ;-)

You are forgetting that fact that most have to use them if they are following their airline's standard operating procedures. [h5]Best Wishes,Randy J. Smith[/h5][h6]Are You Ready For The Next Great one? PMDG's 737NG is almost here![/h6][h3]" A little learning is a dangerous thing"[/h3] [h5]AMD XP 2200 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF3 64 MEG @ 215/545|WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"[/h5]

Was that for me Randy?

Hello, Here is my thoughts on the use of reverse thrust. I would assume that it would be more economical and less disturbing for passengers to not use reverse thrust (RT). We therefore have to considor various factors, these include landing weight of aircraft, ambient temperature, runway length, runway type (Grooved, Non-grooved, etc), ATC Factors, MEL Items. ATC factors may include a request by ATC for an early exit off the runway due to multipul aircraft on approach, or sequencing arrivals/departures. If we take into consideration the MEL, we must use reverse thrust if say a brake had been deactivated, or vice versa we mustn't use RT if the RThas been locked by maintainence, making it impossible to use anyway. There is alot to think about, for such a simple item, however 'we' as the pilot must make a decision, if you are unsure, use it! It's there for a reason, if there is a doubt in my mind, I'll use it. I am sure that excessive use of only the brakes would increase wear, and create alot of heat. I think if th eaircraft is scheduled for a quick turn-around you may have to cconsider the cooling-period for the brakes and it may be wise to use RT to decrease the period. Or you may be forced to hang your gear slightly longer after take-off! Keep an eye out on those brake temperatures!Hmm...that's my two pence worth hehehe - I'm prepared for people to pick at my faults!

-----------------------[bR]Matthew Murray[bR]Jet-Precision[bR]

http://www.jet-precision.com/MyTravel.jpg

Umm, pretty much what Randy and myself have said, in different words.

If you overuse the brakes, they explode into hundreds of pieces. You wll then need to purchase, download and install the PMDG brake rebuild kit at $39.99 US, to fix them. Failure to do so will void the warranty and subject you to civil penalties. Just a joke, Robert. Interesting discussion, guys.

Gents-Interesting conversation filled with all kinds of conjecture and interpolation!Okay- I realize that as the pilot of the group I am generally a bit behind the education curve- but let me add my input. :-lolFirst- lets examine what certification is used in determining the braking distance for a transport category airplane:In the USA, braking certification distance is considered to be 60% more than the distance required to stop the airplane using only wheel brakes.This being the case- ALL transports can stop on ALL runways for which they have performance data without using spoilers or reversers.The choice to use reverse thrust is based on the crew's experiences with the stopping distance required in given conditions. I generally modulate reverse thrust based on the amount of stopping distance that I intent to use on a given landing. Less use of reverse thrust makes for a smoother overall deceleration process- but if it is necessary to make an earlier turn off or if the runway is contaminated- i'll use more...If the runway is downhill, wet and short- I'll use alot of reverse.....It just depends on how much deceleration you want.In the USA- we don't have many of the noise restrictions that many european airports have- so the prevelence of idle powered braking is lower here. Also- the traffic density at US airports tends to be higher which requires more expeditious use of runway surfaces to accomodate the higher rates of commercial, general and business aircraft...thus we tend to be a bit harder on the revers to make earlier exits.From an econmoics standpoint- I prefer to use spoilers and revers thrust to reduce the majority of the speed from landing. This reduces the need to transmit the airplane's speed into heat energy on the brakes- which ultimately reduces the maintenance cost of the airplane.... But braking distance is always the primary decision making factor...So....there's my "dumb pilot's perspective." Your mileage may vary.

Very well said. :-)

No, sorry Gregg. The other thing that seems to be missing from the discussion here is that the reversers don't really slow the aircrat very much like the spoilers. Just try to stop without their deployment![h5]Best Wishes,Randy J. Smith[/h5][h6]Are You Ready For The Next Great one? PMDG's 737NG is almost here![/h6][h3]" A little learning is a dangerous thing"[/h3] [h5]AMD XP 2200 |MUNCHKIN 512 DDR RAM |ECS[/b ][i] K7S5A MB[/i] |GF3 64 MEG @ 215/545|WIN XP PRO |MITSUBISHI DIAMOND PLUS 91 19"[/h5]