Stealthh21 said:
How is it hard on the engines? I have been told the opposite. The effect of Using reverse thrust is negligible.
What I've been told by the Embraer representatives is that use of deep reverse is very hard on engine components. What I was told was that it was "about three times as bad as a full power takeoff" (we typically use a reduced, or "ALT" takeoff on the Embraer 145). The best reason I can think of is FOD ingestion, since if you've watched an aircraft going slowly with reverse thrust, you'll see all kinds of you know what flying into those fan blades that gets blown up by the thrust going in the "wrong" direction. Also the pressure on the reverser doors (depending on what type you have), etc. I'm certain there are more reasons.
Furthermore, the implementation of "minimum reverse thrust" procedures by the cash-strapped airlines implies to me that there is some consensus that use of reverse thrust is hard on the engines.
Don't get me wrong, aircraft brake pads are expensive and all. I don't downshift when I stop my car, though, since the clutch is more expensive to replace than a $15 brake pad.
I agree, long runway nice day land long. In some cases. Try doing that a IAD and see how many go around fly by your head!!
Of course there are places where more aggresive use of TRs is required (though even in IAD, I scarcely need to use the TRs past idle to get stopped quickly, and several of our aircraft have no TRs installed and I've never had anybody behind me in IAD go-around).
I would never imply that there isn't a reason to use TRs in certain circumstances. Simply because you landed on a 10,000 foot runway but you want to prove that you can get off in 3,000 feet is not a good reason to dig deep into reverse until you're passing ten knots while locking the brakes from touchdown. Even if it's not hard on the aircraft, it's hard on the people in the back who paid your salary that day, and that's enough reason for me.