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value approximately fifteen minutes after brake energy absorption. Therefore, an
immediate or reliable indication of tire or hydraulic fluid fire, wheel bearing
problems, or wheel fracture is not available. The brake temperature monitor
readings may vary between brakes during normal braking operations.
Note: Brake energy data provided in the QRH should be used to identify potential
overheat situations.
To minimize brake temperature build-up:
• for airplanes without operative brake temperature monitoring systems:
If the last ground time plus present flight time is less than 90 minutes,
extend the landing gear 5 minutes early or 7 minutes prior to landing
• for airplanes with operating brake temperature monitoring systems:
Extend the landing gear approximately one minute early for each unit of
brake temperature above normal.
Close adherence to recommended landing roll procedures ensures minimum brake
temperature build up.
Reverse Thrust Operation
Awareness of the position of the forward and reverse thrust levers must be
maintained during the landing phase. Improper seat position as well as long
sleeved apparel may cause inadvertent advancement of the forward thrust levers,
preventing movement of the reverse thrust levers.
The position of the hand should be comfortable, permit easy access to the
autothrottle disconnect switch, and allow control of all thrust levers, forward and
reverse, through full range of motion.
Note: Reverse thrust is most effective at high speeds.
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.39
After touchdown, with the thrust levers at idle, rapidly raise the reverse thrust
levers up and aft to the interlock position, then apply reverse thrust as required.
The PM should monitor engine operating limits and call out any engine
operational limits being approached or exceeded, any thrust reverser failure, or
any other abnormalities.
Maintain reverse thrust as required, up to maximum, until the airspeed approaches
60 knots. At this point start reducing the reverse thrust so that the reverse thrust
levers are moving down at a rate commensurate with the deceleration rate of the
airplane. The thrust levers should be positioned to reverse idle by taxi speed, then
to full down after the engines have decelerated to idle. The PM should call out 60
knots to assist the PF in scheduling the reverse thrust. The PM should also call out
any inadvertent selection of forward thrust as reverse thrust is cancelled. If an
engine surges during reverse thrust operation, quickly select reverse idle on both
engines.
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.40 FCT 777/787 Preliminary (TM)
Reverse Thrust Operations
At Touchdown:
Up and aft rapidly to interlock.
Maintain light pressure on interlock.
Reverser
Interlock
After reverser interlock release:
Apply reverse thrust as needed until 60 knots.
At 60 knots:
Decrease to idle reverse by taxi speed.
Idle reverse detent
Gripping
Pattern
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.41
Reverse Thrust and Crosswind (All Engines)
This figure shows a directional control problem during a landing rollout on a
slippery runway with a crosswind. As the airplane starts to weathervane into the
wind, the reverse thrust side force component adds to the crosswind component
and drifts the airplane to the downwind side of the runway. Main gear tire
cornering forces available to counteract this drift are at a minimum when the
antiskid system is operating at maximum braking effectiveness for the existing
conditions.
To correct back to the centerline, reduce reverse thrust to reverse idle and release
the brakes. This minimizes the reverse thrust side force component without the
requirement to go through a full reverser actuation cycle, and improve tire
cornering forces for realignment with the runway centerline. Use rudder pedal
steering and differential braking as required, to prevent over correcting past the
runway centerline. When re-established near the runway centerline, apply
maximum braking and symmetrical reverse thrust to stop the airplane.
Reverse Thrust - EEC in the Alternate Mode
Use normal reverse thrust techniques.
Crosswind
Component
Crosswind
Reverse Thrust
Runway Component
　
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