HiTech question. On the real 767 does applying reverse thrust have much effect on slowing the aircraft, or does it just stop any unnecessary forward thrust? Also I've noticed in PIC that pressing F2 engages idle reverse but holding F2 spools the engines up and this does seem to have an effect of extra stopping power, is this accurate in the real thing and if so how are the engines spooled past idle reverse eg: what are the actual movements on the thrust levers?Many thanks for any helpPaul

It helps a BIT but not like the spoliers. Reversers move first to idle *REV* thrust which shows as AMBER (Movement of bucket etc) then to full reverse thrust which shows as GREEN, and yes this is like the real bird.[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]

Well ,Paul what applying reverse thrust does do is help save the brakes, Immediate initiation of reverse thrust at main gear touchdown and full reverse thrust allow the autobrake system to reduce brake pressure to the minimum level.Since the autobrake system senses deceleration and modulates brake pressure accordingly, the proper application of reverse thrust results in reduced braking fora large portion of the landing roll.The use of minimum reverse thrust almost doubles the brake energy requirements and can result in brake temperatures much higher than normal(have you ever priced carbon brakes) .Unless speedbrakes are raised after touchdown, braking effectiveness may be reduced initially as much as 60%, since very little weight is on the wheels and brake application may cause rapid anti-skid modulation.

In the real aircraft there are two levers attached to the thrust levers that operate reverse thrust. When the thrust levers are at idle you pull up on the reverse thrust levers to deploy the reversers, and can then use them to 'rev' the engines up.

Speaking of revere trust, there was a down load for the pic that had a real ronchy sound just for revers trust, does any one know the zip name for it? Louis

I think I have the file u r talking about, drop me a line at [email protected]

"how are the engines spooled past idle reverse eg: what are the actual movements on the thrust levers?"Not a shot of 767 thrust levers, but Boeing levers, nevertheless....http://members.ozemail.com.au/~b744er/ThrottleQuad.jpgThe (large) thrust levers are numbered 1 to 4. The smaller ones forward of the thrust levers are the respective engine reverse levers. Reverse is deployed by pulling up and back on the reverse levers after touchdown. The reverse levers move in an arc like the main levers.In the photo, the reverse levers 1 to 3 are shown in the stowed position (i.e. no reverse thrust). The number 4 reverse lever is shown in the idle reverse position (There is an electromechanical interlock on each reverse lever to prevent the engine being spooled up past idle until the reverser "sleeves" on the engine have moved aft (a certain percentage of full movement). When the sleeves slide back, they open up an air gap in the engine cowling allowing engine thrust to be diverted forward through that gap.Usually the idle lock is only there for a second or two, so the pilots keep pulling upwards on the levers until the lock has released. Further lever movement up/aft spools up the engine towards full reverse.Hope this helps.Cheers.Ian.

Ian,Nice camera shot. I assume that was the 'Queen' being photographed !!Regards,jack noullet

tell me if this sounds right. right after touch down the spoilers come up after pulling back the reverses with f2 key and then i begin to brake manually i don't use autobrake, then i continue until 60 knots then i release the engines to idle i continue braking manually untill below 15 knots then i take first sight high speed taxi way with respect of 10 knots and below to take turns told to me by a UPS copilot. what do you guys think am i killing anything. Best Regards Adib Afraj

The only thing that doesn't sound right is that you don't use autobrakes. :-)Also, the speed brakes should be armed and deploy on touchdown, but in FS this is a bit unreliable, so it's quite common for the spoilers to extend when you apply reverse thrust instead.And I think that you can use a high speed taxiway, as the name implies, at a high speed. I have heard stories of pilots exiting the runway at over 40 knots, but maybe those stories are just myths. :-) But it shouldn't be a problem to exit on a high speed taxiway at 20-25 knots.Martin767 fetishistIt's a lot like life and that's what's appealing

Many high speed taxiways can safely be taken at 40kts, maybe even more. It depends on each airport, and whats at the end of the high speed!

On the real -300 series with RR the reverse works something like this ( Practical operation )1/ A/C must have main gear on ground2/ Select reversers to unlock detect ( unlocks and air motors deploy sleeves )3/ when sleeve greater than 60% deployed interlock actuator allows levers to move further which allows thrust to be increased to max reverse ( limited by FAFC control ie MAX rev )4/ Levers must be back at idle power detent ( sometimes known as the 80 knot detent ) to prevent the engine re-ingesting its own thrust plume ( and all the fod that might be with it ) before low speed taxi5/ When a reverser is not working ( not that uncommon ) there is a performance penalty on a/c for landing that the crew have to observe.

>5/ When a reverser is not working ( not that uncommon ) there>is a performance penalty on a/c for landing that the crew have>to observe.Really? I thought landing distances were calculated using brakes and speed brakes only - no reverse thrust. And shouldn't deceleration be the same with a given autobrake setting regardless of reverse thrust, as the autobrakes give a specific deceleration rate?Martin767 fetishistIt's a lot like life and that's what's appealing

MartinYou may well be right, however if a reverser is U/S there is a performance penalty to observe, it might be to do with wet runways and the like, i will go read the MEL and let you know.

You must add 120m to the stopping distance for one reverser INOP.