michael707767 said:actually, thats BS. Aircraft are certified for take off and landing distances without TRs, so there would be no penalty.
You'd think so, but part 25 allows for the manufacturer to demonstrate WET Runway accelerate-stop distance using Thrust Reversers if installed. So, here at CHQ, on our 2 airplanes without TRs, we do take a weight penalty (for takeoff only) with a wet runway (note that if the runway is grooved it's not really wet, so in reality we almost never actually have to apply this).
The bigger problem with these 2 pos's is the weight and balance issue. One is a "ghost" plane that circulates the system, the other is dedicated to UA with the new UAX paint scheme. The problem with these planes is twofold; they have the same MZFW as a 140, which means they really can only carry 45 adults or so. In addition, the loss of the galley supplies is more for balance issues (without TRs, the basic moment is extremely biased to the nose). As we acquire more 170s for UA we are reducing our 50-seat flying for them by 2 shells, which is supposed to relegate these 2 pos's to charter only. I can't wait.
As to the op's question, I've had a few big iron drivers ask me why we don't use our TRs. In reality we do, but our SOP is to deploy the buckets in idle reverse only, unless needed. Part of the reason the 2 aircraft without the reversers are getting better brake life is it removes the temptation for new jet drivers to spool the TRs on a 10k runway just because it "sounds cool". (And before anyone flames, when I was new to the airplane I gave into the temptation myself a time or three, maybe )
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