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CAL used to do it in that order until we convinced somebody that it might be a better idea to let the automation work to deploy the speed brakes and in turn, get those reversers deployed sooner.
Continental Procedures:
Autothrottles - Disconnect
Thrust Levers - Idle
Thrust Reversers - Max
Verify Speed Break Lever - Up
(Autobrakes Condition - RTO (Rejected Take Off)
That logic makes no sense considering thrust reversers are not part of any takeoff performance data and are not considered in RTO capability.
Super Monkey,
Does this procedure indicate that CAL relies on auto-brakes during an RTO and doesn't’t manually activate max braking? I was under the impression that the FAA mandated manual braking in lieu of reliance on automated brakes (as opposed to foreign operators who have gone the other direction).
SuperFLUF,
Interesting about the autobrakes. All 3 airlines I've worked for have required manual braking (which obviously turns off the a/b). I've asked the question and got the "FAA requires it" answer which is obviously wrong. Maybe since all 3 airlines have had a mix of autobrake and non-AB aircraft they tried to keep the procedures standard?.
The reverser discussion still doesn't make much sense to me. Wheel brakes are the number one and only expected method of stopping an aircraft during an RTO (TRs are gravy). In order to make those wheel brakes as effective as possible, spoilers are critical. Using a "gravy" system to actuate spoilers via automation instead of manually obviously leaves potential for automation failure. Now this must be realized and reacted to with a manual deployment as a backup, wasting critical seconds during an RTO. Personally, it makes more sense to me to get the spoilers out asap with a direct action than to wait for auto-deployment via TR actuation. JMO.
My 737 systems knowledge is pretty fuzzy by now but do they all actuate spoilers during an RTO via the TRs? Most aircraft I've flown use throttles to idle as the cue for spoiler deployment during an RTO.
Thanks.
The reverser discussion still doesn't make much sense to me. Wheel brakes are the number one and only expected method of stopping an aircraft during an RTO (TRs are gravy).
Back in the day when Alaska flew real airplanes... all our 200's had auto spoilers and auto breaks. None of our 200's had RTO. The spoilers would come up on a high speed abort, but no breaks.
We didn't use the auto breaks much, actually I only remember seeing it used a few times in about 8 years. Don't really know why - we just got along fine with our feet.
As far as our abort goes - it was Idle, Breaks, Boards, Buckets. Man I miss the buckets. These fan engines just make noise compaired to what the 200's buckets would do.
We had JT8D-17's with gravel kits, and the anti ice switch had no effect on our climb performance.
We start a new year and once again I find myself missing my old airplane. I will never be as good a pilot as I once was in that airplane. This purple line flight director stuff will suck the brains out of you.