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4

The guys flying cargo in and out of our local airport in Cessna Caravans also claim that the time spent in reverse thrust has to be accounted for in the plane's log, and is counted against the engine's TBO in a special way. For this reason, they generally avoid using reverse thrust as an airbrake during steep descents- but they claim that just setting the ...


7

In addition to FOD, the use of reverse thrust, as pretty much any mechanical system in aircraft is limited to safest possible minimum. Using reverse on high power settings imposes considerable loads on structures, and even low power use slowly but certainly wears down the propeller blade adjustment system. These considerations are not a major safety issue ...


3

As Bianfable stated, FOD ingestion is a big risk when using reverse power settings. It does come down to an analysis of the runway one is operating on, and a risk assessment of the conditions. Typically on unpaved runways or ones covered in snow or ice, reverse will be discontinued below 40 kias to minimize FOD ingestion risks. Paved and well cared for ...


17

We used lots of reverse thrust in the C-130; it was normal to go to full reverse on landing, and also to use some reverse thrust in order to back the plane into or out of parking spots. The two common cautions were oil temperature (on older engines) and dust ingestion / brown-out (on dirt or unimproved runways). On early model engines, sustained reverse ...


17

One concern is Foreign Object Damage (FOD). More reverse thrust means more dirt is thrown into the air, which can then be ingested by the engine: Damage to turboprop engines is not as common as in jet engines, because the inlets are generally smaller and the propeller serves as a first line of defense. Nevertheless, first-stage impeller nicks and scratches ...


2

would a pilot be able to safely exit an airliner like this alone in the water by him/herself Assuming there had been no breakup and the pilot just want to exit the cockpit without ever entering the cabin then yes, the 777 includes an emergency cockpit exit rope (with accompanying exit hatch) as shown in this video:


9

It's the "Master Caution" indication. The sound also belongs to this. It tells you that something is not working by the books and that you should check it out immediately. There was probably another indication lit as well giving more details about what is going wrong. But since the screens are covered (and I'm not experienced enough to tell from ...


3

To answer question No. 2, such technique would reduce engine wear only in that it would involve applying reverse thrust later in the landing roll and for a shorter time (assuming reverse thrust is disengaged always at the same speed, which is normally in the region of 60 kt), something that the pilot in the video might not have taken full advantage of. ...


53

This is not a recommended procedure for landing the 747 (or any other jet airliner I know of). The FCTM (Flight Crew Training Manual) says this: After main gear touchdown, initiate the landing roll procedure. If the speedbrakes do not extend automatically move the speedbrake lever to the UP position without delay. Fly the nose wheels smoothly onto the ...


0

Every aircraft has a stall speed, usually landing above stall speed. When an aircraft stalls, this means the aircraft no longer generates lift to keep it in the air and falls down from lost lift. This doesn't occur in everyday landings. If an aircraft were to stall, the pilots made gross errors in flight landing configurations, unexpected large wind gusts ...


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