Thanks for the answers guys this was the one thing that always seemed to allude my discovery.

Not that it would have mattered. time from the warning to crash was 9 minutes.

more than enough time to shut an engine down. im not blaming the guy just wondering what might cause him to think it wasn't serious enough. im sure there were circumstances that would not have made that an easy decision I.e. lack of a nearby airport. im just curious like that.

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Correct, it is possible to deploy the thrust reversers on a 737 if the radar altitude is below 10 feet, but it's not a good idea apparently, certainly not on one with turbojets :( Al

Wow, is that true? Heck, I had thought there would at least be a combination of RA<10' AND one MLG compressed or sumthin... :( Not that I'd ever try it out at 10' but I'd sure love to know how it feels like. Plus now the question is - will the NGX's T/R be able to deploy at 10'...? Well I doubt, since FSX might not exactly support this out of the box, but we never know...

Where is the RA located? Is it in the NLG or closer to the MLG. Bacause if it is in the nose, 10" at flare attitude would put the MLG on the ground.

Hi,Some 737s were retro-fitted with beefed up landing gear, and were certified for reverse thrust at 50 ft. It was designed to get it into short runways in the jungle of South America (they would fly over the trees low and pull reverse; the landing gear would take the high vertical rate as it literally dropped in on the runway).Getting out wasn't a problem, but a standard approach over the trees would mean the runways were not long enough.Best regards,Robin.

Where is the RA located? Is it in the NLG or closer to the MLG. Bacause if it is in the nose, 10" at flare attitude would put the MLG on the ground.

The Radio Altimeter measures the height of MLG above ground. It should read 0 at MLG touchdown.Kevin Hall

737 landing with the reversers open: www.airliners.net/photo/Southwest-Airlines/Boeing-737-3A4/1011577/L/

Can some one be kind enough to explain how reverse thrust levers works on a aircraft such as a Boeing. Plus two questions:1. Does it matter how far u pull back the reverse thrust levers to affect the amount of thrust produced?2. If the reverse thrust levers are engaged can the main thrust levers move forward?

Well, once the throttles are pulled to idle position, those other, smaller knobs on the throttle lever are pulled up to the main handles, and that activated your thrust reversers, and the throttles can be advanced forward all the way, so you can maintain full thrust, in teh opposite direction. However, as in teh case of the NGX, the 'cascades' (the NG's particular type of reversing system on cowling [most common on high-bypass engines today]) cannot deflect 100% of applied thrust in the opposite direction, but enough to proved slowing. FSX doesn't seem to properly model the reversers, since you cannot advance the throttles once the reversing levers are actuated...

I wasn't aware that the thrust levers could be advanced with the reverse levers up. I thought there was some sort of interlock to prevent it?

I wasn't aware that the thrust levers could be advanced with the reverse levers up. I thought there was some sort of interlock to prevent it?

As far as I know, there is the interlock to prevent it..Luc de Wit

Maybe its that way for some planes, not too familiar with the NG.

I wasn't aware that the thrust levers could be advanced with the reverse levers up. I thought there was some sort of interlock to prevent it?

To my knowledge there isn't a single aircraft that allows this to occur. The amount of reverse thrust is controlled by how far you pull the reverse levers past reverse idle in every aircraft capable of reverse I know of.Also in response to the first question (how do they work), for the NG specifically, see my post in the MD-11 forum HERE. The engines may be different but the operation principle is identical.

I wasn't aware that the thrust levers could be advanced with the reverse levers up. I thought there was some sort of interlock to prevent it?

As I read it there might be a misunderstanding. You advance the reverse levers - the actual thrust levers (the big ones) stay in place (at idle) during reverse operation. And yes you are right, you pull the reversers up a bit into the interlock at first, which extends the sleeves. Once they are out the lock is removed and you can pull back more on the reverse levers and get them past interlock, and so advance engine thrust. But again, the forward thrust levers stay fully aft at idle. As long as the revs are up they are mechanically locked IIRC, so shouldn't even be possible to move them forward with brute force. :(

As I read it there might be a misunderstanding. You advance the reverse levers - the actual thrust levers (the big ones) stay in place (at idle) during reverse operation. And yes you are right, you pull the reversers up a bit into the interlock at first, which extends the sleeves. Once they are out the lock is removed and you can pull back more on the reverse levers and get them past interlock, and so advance engine thrust. But again, the forward thrust levers stay fully aft at idle. As long as the revs are up they are mechanically locked IIRC, so shouldn't even be possible to move them forward with brute force. :(

Etienne, thank you for the clarification. That was exactly as I understood they worked. The obvious risk being that if the reverse levers don't lock out the main thrust levers (and thus vice versa) there would be a very high risk of the reversers being inadvertently deployed when the crew are actually trying to effect a go-around by shoving the levers forward!I'm not familiar with any aircraft that would use such a design. Though if anyone could point one out to me I'd be interested.