>Adam, >>I got the reversers to work OK ! >>It works beautifully! >>Tero Hi,I was just getting ready to post a reply to you. Do they work properly when you land ?Adam

Arming the speedbrakes per the landing checklist insures speedbrake deployment , in the event all normal operating conditions are not met, as in the case of the reversers being locked out for maintenence purposes for example. In normal operation the application of reverse thrust will auto-deploy the spoilers whether they are armed or not. As has been said initial application of spoilers, kills lift, and increases drag on the wing increasing brake effectiveness by 60% at high speed, it is important to get the weight on the wheels asap, regaurdless of reverser application.

Adam,Ignore my previous posts. I also configured the reversers for my PROP-lever, and also I can't activate the reverser EVEN though the throttle IS 100% set to idle.I don't know what's going on here, but I bet it has got something to do with PICs engines. It seems that there is a certain point in engine power above which the reversers don't want to deploy even though the throttle itself is set to idle. And I also do get them to work when taxiing or parked at the gate, there they work perfectly...If you can come up with a solution, please let me know!rgdsTero

Tero,I noticed the same with the reverse thrust and the CH Yoke.however I also noticed that the N1% was 33 at touchdown compared with 26-27 at normal idle.Have you set the CH yoke & FSUIPC up as follows:From Left to rightLever 1 - throttlecalibrated in FSUIPC, mapped to 4 thottles, with a high max number, and an idle value near to where the reverse value lies.Lever 2 - spoilercalibrated in FSUIPC - works fine.Lever 3 - reverse thrust.calibrated in FSUIPC when aircraft at idle power at the gate.doesn't work when you apply it on landing.I have an idea as to why it is not working, and will carry out an experiment tommorrow to see if I can fix it, and post my results in a seperate thread.Mark

Mark,Yes, I have it setup as follows:1. Throttle-lever- assigned as a throttle, not mapped to 4 throttles, just the single one controlling both engines2. Prop-lever- assigned as a prop pitch lever, but used as the Reverser thrust lever, the prop pitch assignment is not processed in FSUIPC, and therefore the calibration as a Reverse-lever works fine3. Mixture-lever- assigned as the spoiler lever, works perfectly with FSUIPC, also the Armed position works fine.Let me know if you can isolate the problem. I also saw that the flight idle is a bit higher than ground idle, but also noticed that the Reverser will engage even though if I quickly spool the engines up and down and then apply reverser (it doesn't matter if the engines are still reading 30-40%, as long as the lever itself is at idle, the reverser works... but not after touchdown :))regardsTero

"Speed brake deployment is more important and should occur prior to the selection of reverse thrust (braking may be reduced by up to 60% initially if the speedbrakes fail to deploy)."Sounds like a case of chicken and eggs..... which comes first? :-)I was under the impression that the crew would have a handful of reverse thrust levers just as the aircraft touched down and would apply them ASAP(?). If the air/ground transition (Weight on wheels logic) didn't deploy the spoilers, the reversers should deploy them. In the latter case, the spoiler panels should still fully deploy well before the reversers fully deploy because of the design of the electrical circuits in the reverse levers, reverser interlocks, reverser sleeve transition time and time to spool up Vs spoiler electric/hydraulic operation time. So, either way, the spoilers come up first, reflecting their "importance" in stopping an aircraft.It's only when both auto circuits fail, that this important/cardinal rule would be broken. In this case, wouldn't it be safer to worry about identifying and correcting a rare airplane malfunction after the normal sequence of applying stopping procedures has been carried out? Or is there an ergonomics problem with the pilots trying to both apply constant pressure on the reverer levers (to pull through the interlock) and also manually deploy the lever? (Or does the F/O apply the reversers and the Captain apply the speedbrake (in the case of an Autospeedbrake failure)).Anyway, it seems that, despite the way 767 systems (are most likely to) work, some airlines choose to manually deploy the spoilers before pulling up on the reverser levers (or are we misinterpreting their ops manuals?).On Qantas, HP... does the F/O rely mainly on his ears and peripheral vision for (auto)speedbrake lever deployment and his eyes (on the EICAS screen) for reverser deployment?Thanks.Cheers.Ian.

Try turning off the ECC and give it a whirl. I know that sometimes it interferes with autospoiler deployment because it doesn't let the engines return all the way to idle.Just a shot in the dark.Jeff Hepburn

Jeff,Thanks for the input, but the problem here was the reversers which don't want to engage with the fltsim yoke prop/mixture-lever set up instead of F2.Tero

Its funny there is no clear cut answer...I think it depends on who is the PF at the time.If the captain is the PF, and the speedbrake fails to auto deploy, then its ergonomically difficult for the F/O to manually raise them. So I think by the time the F/O has called "speedbrake not up" then captain will have pulled on reverse thrust and they will auto deploy then, if they dont deploy then, the captain would manually raise them.If the F/O was PF and they didn't auto deploy then the captain, having his hands free will be able to immediately manually deploy them, probably before he has even had the chance to make the "not up" call, or before the F/O has pulled on the reverse thrust.It is possible from the F/O's seat to see the speedbrake lever with minimal "head turning", to ensure it has raised automatically. Once that has been confirmed the EICAS comes into the scan to ensure correct reverse thrust operation, and monitor EGT temperatures.

Right, sorry I wasn't clear. What I was saying is that since ECC doesn't allow the throttles to come to "true" idle, maybe that what's causing you not to be able to activate reverse thrust.Hope this made more sense!Jeff

>1. Throttle-lever >- assigned as a throttle, not mapped to 4 throttles, just >the single one controlling both engines >>2. Prop-lever >- assigned as a prop pitch lever, but used as the Reverser >thrust lever, the prop pitch assignment is not processed in >FSUIPC, and therefore the calibration as a Reverse-lever >works fine >>3. Mixture-lever >- assigned as the spoiler lever, works perfectly with >FSUIPC, also the Armed position works fine. Same hereI reassigned reverser to F2 for a moment to compare both setups. With N1 35 % on touchdown, hitting F2 activates reversers without a problem. Could this possibly be an FSUIPC-related calibration issue ?Adam

Its funny there is no clear cut answer...I think it depends on who is the PF at the time.Thanks, HP :-)Yet another reason why I couldn't handle flying... To many ifs, ands or buts ;-)Cheers.Ian.

Adam and others!I just sent an email to Pete Dowson to see if he has anything to say regarding this issue.MarkMcG,You told earlier that you were gonna try something out with the reverser thing, did it work out ?rgdsTero

Tero & othersOnly had time to do some high speed takeoff aborts before V1 yesterday.These all worked fine, even with the throttles getting slammed back and reverse getting deployed immediately.Am going to test some more today.Mark