Also the % contribution the reverse thrust contributes to the deceleration rate will be proportional to the speed, getting less as the speed decreases. It's contribution is highest when you need it most, just after touch down when the most braking heat disapation (aka kinetic energy) occurs. This is also the case with the spoilers.
Great video as always, captain, congratulations!! I have a question about the thrust reversers: if the use of the reversers does not affect the landing distance in dry conditions and with auto brakes, why do pilots use it instead of just the brakes in these conditions?
Thrust reversers don't change the landing distance in this example, but they do reduce brake wear! Million dollar question is: what's more expensive? Fuel or Brakes? At this very moment I believe is fuel! 😉
Muito obrigado mais uma vez pelo seu excelente trabalho. Tenho uma curiosidade sobre reversos, embora seja fora do padrão de uso, mas apenas hipoteticamente falando, seria possível fazer um "push back" com um 738?
Legal que gostou do vídeo, Carlos! E sim, em teoria é possível fazer um power back e utilizar o reversor para dar "marcha ré" no avião. Mas com o motor tão perto do chão existe um risco enorme de ingestão de detritos e acabar danificando seriamente o motor. Um abraço!
Idle detent is just the reverse sleeves deployed, but not accelerating the engine rotation beyond idle. 2nd detent and max detent there is an acceleration of the engine. 2nd is just short of 80%N1 and max detent is, as the name sugests, max N1 rotation for the thrust reverser (still much lower than max N1 for forward thrust). Cheers mate!
Good Day Capt Brenner,do pilot step on brake or just pull back thrust lever to N1@20% to stop airplane when queing on runway before get permission for takeoff from ATC?
I think that if in a dry and long runway its not interesting deploy the thrust reverse cause engine life's time can be less than a changes stop by more energy at the brake system, surelly no expensive as engine costs.
Very well explained.
Now, the sky is the limit! Congratulations, Brenner!
Aiming for the stars! I just hope I don't miss and end up hitting London! 😅
Cheers, my friend! Thanks a lot for your support!
Here, another important captain who contributes to the world of Aviation, and especially to Safety!
Very nicely explained.
Thanks a lot, Francis!
Great
Muito obrigado, Marcelo! Um abraço!
Muito obrigado comandante por compartilhar conteúdo de excelente qualidade. Gostaria de saber se terá o mesmo em português?
Já existe! Foi um dos primeiros vídeos do canal! Segue o link:
ua-cam.com/video/TQA3yw6g__U/v-deo.html
Grande abraço!
Feedback: For this kind of channel, I think you'll reach more folks speaking in English! Great job, man!
Thanks a lot Carlos!!
Nicely done
Thanks a lot, Dhiemis!
Congrats captain! Besides the fact you teach aircraft performance, you started contributing studies to the ICAO exam, very nice! 😄 Fly safe 👊🛫
Thanks a lot for the support, Fraga! Cheers!
Also the % contribution the reverse thrust contributes to the deceleration rate will be proportional to the speed, getting less as the speed decreases. It's contribution is highest when you need it most, just after touch down when the most braking heat disapation (aka kinetic energy) occurs. This is also the case with the spoilers.
Great video as always, captain, congratulations!!
I have a question about the thrust reversers: if the use of the reversers does not affect the landing distance in dry conditions and with auto brakes, why do pilots use it instead of just the brakes in these conditions?
Thrust reversers don't change the landing distance in this example, but they do reduce brake wear! Million dollar question is: what's more expensive? Fuel or Brakes? At this very moment I believe is fuel! 😉
Very good!
Thanks Arthur!
Muito obrigado mais uma vez pelo seu excelente trabalho. Tenho uma curiosidade sobre reversos, embora seja fora do padrão de uso, mas apenas hipoteticamente falando, seria possível fazer um "push back" com um 738?
Legal que gostou do vídeo, Carlos! E sim, em teoria é possível fazer um power back e utilizar o reversor para dar "marcha ré" no avião. Mas com o motor tão perto do chão existe um risco enorme de ingestão de detritos e acabar danificando seriamente o motor.
Um abraço!
I didn't get the last bit. What's the difference between idle detent and max detent. Only that the engine spools up?
Idle detent is just the reverse sleeves deployed, but not accelerating the engine rotation beyond idle. 2nd detent and max detent there is an acceleration of the engine. 2nd is just short of 80%N1 and max detent is, as the name sugests, max N1 rotation for the thrust reverser (still much lower than max N1 for forward thrust). Cheers mate!
@@AircraftPerformance1 thank you! Great videos! Much appreciated:)
Good Day Capt Brenner,do pilot step on brake or just pull back thrust lever to N1@20% to stop airplane when queing on runway before get permission for takeoff from ATC?
I think that if in a dry and long runway its not interesting deploy the thrust reverse cause engine life's time can be less than a changes stop by more energy at the brake system, surelly no expensive as engine costs.
Balancing costs between brakes and fuel was always a big topic for discussions among airlines! Good point to another video! Thank you Thyrso!