Hi All-This is kind of a touchy subject to get one's arms around.The FAA does not include the use of reverse thrust on aborted take-off stop distance when calculating the distance on a T/O roll to an aborted stop.This I believe is predicated on the fact that one engine is inop and you would not want to automatically pull reverse on the other engine or on a slippery runway you can be in a world of hurt in that range where your rudder loses effectiveness and you have limited nosewheel steering. In a checkride you will raise eyebrows if you use a component not used/deploy in the certification of the aircraft before deploying all that were.Not sure if the line operation limits are predicated on the use of thrust reverse since I have never seen an AOM say "You shall apply X% of thrust reverse" on landing.But to not use the reverse thrust would really heat the brakes up.Tim757Worse thing tower can say on landing "....last turn if able, ground point nine on the slide."

Well No expert on this sort of thing but straight from the B767-300 MEL as promised.1/ For a wet runway, account must be taken of the lack of thrust reverse, RTOW is reduced by 3500kg and wet V1 for this limiting weight is reduced by 5 knots2/ During the landing roll-out with one reverser u/s, control the yaw using rudder and, if necessary, differential braking as the rudder becomes ineffective at low IAS.

I just remembered I have a MEL, and it says that one thrust reverser "may be inoperative provided the inoperative reverser is secured in the forward thrust position. NOTE: During landing roll-out, differential braking may be required to maintain directional control."It doesn't say anything about operating with both reversers inoperative, or a change in landing distance.Do airlines make their own MELs, or why is there such a difference? It's obvious that I need to know more about MELs. :-)Martin767 fetishistIt's a lot like life and that's what's appealing

HiMEL list is issued by local CAA, but a company can make it more strictly NOT less.Flemming

Thanks Flemming. Then it appears to me that the MEL that RD cited is more restrictive than the FAA one I referred to. Australian regulations, which I assume HPSOV referred to, also appear to be stricter than FAA's.If I've understood all of this correctly... :-)Martin767 fetishistIt's a lot like life and that's what's appealing

I dont have the MEL book here, so cant quote exactly, but it says all the normal stuff above, then says you must observe the performance penalties as listed in the Performance manual. In the Performance manual it says you cannot takeoff on a contaminated runway with one reverser inop, and you must add 120m to the landing field lenght required for one reverser inop, or use of idle reverse (as required for noise abatement at some places).