When the reverser buckets are unlocked and deployed, they swing through an arc which will cause contact with the runway at an aircraft attitude of 5 to 8.5 degrees nose up. Deployment of the reverser buckets at main gear touchdown will result in major damage to the aircraft.
When nose gear is firmly on runway, apply sufficient down elevator after nose gear contact to increase weight on the nosewheel for improved steering effectiveness (An excessive amount of down elevator will unload the main gear and reduce braking efficiency). Apply reverse thrust to idle reverse thrust detent. After reverse thrust is verified, gradually increase reverse thrust as required to no more than 1.6 EPR (1.3 EPR when operating on wet or slippery runways). At 80 knots (or higher if necessary), smoothly reduce reverse thrust and return the reverse thrust levers to forward idle thrust no later than 60 knots. In the event of an emergency, maximum available reverse thrust may be used. If difficulty in maintaining directional control is experienced during reverse thrust operation, reduce thrust as required and select forward idle, if necessary, to maintain or regain control. Do not attempt to maintain directional control by using asymmetric reverse thrust.
During reverse thrust, the engine exhaust gas is deflected by the upper reverser bucket at an angle that reduces the airflow around the vertical stabilizer and rudder. The reduction in rudder effectiveness during rollout is significant and relative to the reverse EPR applied. Certain combinations of reverse thrust and crosswind can totally blank out the rudder. When using normal or higher reverse thrust settings, maintain directional control with nose wheel steering, supplemented, if necessary, by differential braking. Do not use differential reverse thrust to maintain directional control.
The thrust reverse levers are sensitive and require careful attention during reverse thrust to minimize asymmetric reverse thrust.
When reverse thrust has been used during landing on icy, wet, or snow covered runways, an exterior inspection of the aircraft should be made, particularly in the areas of static ports, pressurization outflow valves, control surfaces, and engine inlets.
Caution: In order to minimize the possibility of FOD, do not use reverse thrust at speeds below 60 knots.
During deceleration, the pilot not flying will call “80 KNOTS." The pilot flying will smoothly reduce reverse thrust and return the reverse thrust levers to forward idle thrust no later than 60 knots.
Special Thrust Reverser Notes
Moving the thrust reverser levers to REVERSER UNLOCKED or REVERSE THRUST
prior to nose wheel touchdown is prohibited.
Use of reverse thrust below 60 knots is prohibited.
The use of reverse thrust to decelerate during taxi is prohibited.
The use of asymmetric reverse thrust to maintain directional control during
landing rollout is prohibited.
Increasing amounts of reverse thrust significantly reduce rudder effectiveness and, therefore, increase the need for differential braking and nose wheel steering.
If landing with one engine inoperative (wet or dry runway), deploy both reverser buckets and smoothly apply reverse thrust to the idle reverse thrust detent. After reverse thrust is verified and directional control positively established, increase reverse thrust as required.
Caution: The pilot not flying will closely monitor the initiation of reverse thrust. If the pilot landing unlocks the reverser buckets prior to positive nose wheel touchdown, the pilot not flying will immediately place his hand over the hand of the landing pilot and the reverse thrust levers and return the levers to forward idle thrust.
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