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and tire wear. Reverse thrust is most effective at high speeds.
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 6.31
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 all
engines.
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.32 FCT 767 (TM)
Reverse Thrust Operations
At Touchdown:
Up and aft rapidly to interlock.
Maintain light pressure on interlock.
Reverser
Interlock
After reverser interlock release
normal reverse until 60 knots.
At 60 knots:
Decrease to idle reverse by taxi speed.
Idle reverse detent
Gripping
Pattern
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 767 (TM) 6.33
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 (as installed)
Use normal reverse thrust techniques, modulating reverse levers as required to
remain within maximum EPR/N1 limits computed by the Thrust Management
Computer (TMC) and displayed on the engine instruments.
Crosswind
Component
Crosswind
Reverse Thrust
Runway Component
Reverse Thrust Vector
Component
Side Force
• Touchdown
• Speedbrake up,
brakes on
• Initiate Reverse • Brakes Off
• Reverse Idle
• Straighten
• Roll Path
• Reapply Braking
• Apply
symmetrical
reverse thrust
October 31, 2004
767 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.34 FCT 767 (TM)
Reverse Thrust - Engine Inoperative
Asymmetrical reverse thrust may be used with one engine inoperative. Use normal
reverse thrust procedures and techniques with the operating engine. If directional
control becomes a problem during deceleration, return thrust lever to reverse idle
detent.
Crosswind Landings
The crosswind guidelines shown below were derived through flight test data,
engineering analysis and piloted simulation evaluations. These crosswind
guidelines are based on steady wind (no gust) conditions and include all engines
operating and engine inoperative. Gust effects were evaluated and tend to increase
pilot workload without significantly affecting the recommended guidelines.
Landing Crosswind Guidelines
Crosswind guidelines are not considered limitations. Crosswind guidelines are
provided to assist operators in establishing their own crosswind policies.
　
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