This is only partially correct. The use of reverse thrust has nothing at all to do with the condition of the runway surface. Whether wet, dry, icy, or anything else, full reverse thrust is used virtually every time. One of the only times that little or no reverse thrust is used is when landing on a very long runway and you want to go all the way down before turning off; therefore there's no need to slow as soon as possible. Beyond something like that, normal reverse thrust is always used. Also, the older style reverser doors may be called bucket doors by some people, but way more often they're called clamshell reversers.
Yea I was about to say the same thing. Cause not only the weather conditions don’t have any say so in using reverse thrust or not but the brakes cannot do most of the work. The brakes will stress more than the engines and quite frankly, the brakes would be more likely to stress out before the engines in all cases. I’ve already seen my share of fires that were started from the brakes getting too hot even with standard procedure. If the brakes go out, it’s still not as big of a problem since reverse thrust is actually used more than the brakes anyway. Glad to see some smarty pants in the comments. Saves me from having to bash on these teenage youtubers who aren’t even pilots or experienced aviators by any means 😁
Thanks for setting this guy straight. There’s so much aviation misinformation out here on TH-cam. As a side note, I know it’s Delta’s policy to use idle reverse thrust only unless the pilot decides it’s necessary to use more throttle in reverse than idle.
In 2016, we landed in Montego Bay on a clear, dry day. I was sitting just forward of the wing and the captain used full reverse thrusters on our 737. It was really loud and he left them on for about 10 seconds. I'm not sure why but the landing was very smooth as his flaring technique was very professional and deceleration was very tolerable, as well. On exiting, the captain came out of the flight deck and I thanked him for a great flight!
Semi-nice explanation. They're not just for wet runways, though. They're nearly always used on landing. Because they save significant wear on the brakes. (I used to work for the company that made the thrust reversers (and the rest of the nacelle) for many of the Boeing, Douglass, and Airbus airliners.)
Well said, I was USAF for 20 years and I thought how reverse thrust worked would be simple common sense even to someone with little to no knowledge of aircraft mechanics but after watching this guys vid I guess not...
That's because he overcomplicated his explanation. It is indeed a simple process. And yes, as BoomerDude said, reverse thrusters are almost always used in order to prevent wear on the brakes. @@vinewood8295
Nice video! In line operations we usually go above reverse idle. It's not that we need it but it saves brake wear and brake/tire temps from getting high. It's important on QTA operations- quick turn around. You can see the difference when you dispatch with a reverser "pinned out"- inoperable. The brake temps do get higher even after a leisurely landing on a long dry runway. As you said they make their money on slippery runways. The MD-80-90 series had a challenge since the reverse flow blanked the rudder. It was a challenge on slippery runways with a crosswind and was a factor in at least one MD-88 losing directional control landing on a slippery runway. Cheers
First off, they are called Thrust Reversers. There is the Target Type (also known as the 'Bucket', which was mentioned). They are found on Turbojets, Low-bypass Turbofans and used on some smaller passenger jets. They are able to vector 100% of the thrust, but do not provide 100% thrust reversal, as was mentioned. There is the Cascade reverser, which was shown--where the blocker doors engage and redirect the bypass duct flow through cascades that are located behind the sliding nacelle doors, which was mentioned. There is also the Clamshell reverser type. They were widely used on older planes and act much in the same manner as the Target Type. They are still used on jets, but mostly smaller ones (like a private jet). Then there's the Coldstream Tyoe, which has four actuator doors that open to block and redirect the bypass duct stream. Second off, they are almost always used--even if it's only with idle thrust. Adverse weather, possible ice or water encounters or anything of the sort aren't why they command the reversers to deploy. Thrust reversal effectiveness diminishes greatly below 100 knots, so your 'just-in-case' assertion does not make logical sense. Third off, planes have other systems (like anti-skid) to deal with weather-related adverse conditions on the runway. And finally, the Thrust Reversers are either commanded to 'deploy' (where they engage fully upon command) or are commanded to 'stow' (where they return to their locked stowed position) and There's no such thing as 'open a little'. The throttle levers are used for power level selection. Besides, all plane types must be able to demonstrate their mechanical abilities to operate safely and effectively without ancillary systems such as Thrust Reversers, Anti-Skid, Auto Thtottle and more. It's great to endeavor to educate people, but make sure you bone up on your facts first.
He’s Probably a bullshitter trying to make a video, he didn’t go in-depth on the mechanics of it, disappointing. His explanation of how the landing gear works on a wet runway, was an indication. The tires are so slick on a wet runway? The tires are hydroplaning on the water on the Runway, not sliding or slippery.
Landing in a 747 at San Diego once was advised by a pilot on one occasion that the reverse thrust would be used due to length of runway and not to be alarmed at noise. A few people have subsequently suggested the SD runway is a bit short for a 747 and more suited to 777 and of late A350.
So nice, very simplistically well explained, I'm from building-construction/design sort of area, but found this exceptionally very interesting & enlightening indeed, thanks & Cheers
A couple of fun thrust reverser facts: 1. Most jet engine reversers are designed for ground operation only … usually on landing and on some aircraft types to “power back” from the gate. Reverser deployment in flight can be a hazard to flight possibly resulting in loss of control of the aircraft. There are however a few notable exceptions where reversers are used in flight to reduce speed or increase the rate of descent and these include the YAK-40, Trident, DC-8, C-17 and NASA’s Shuttle Training Aircraft. 2. The amount of reverse thrust produced by the engine on landing is greatest at touch down speed and then diminishes with decreasing forward speed. It’s not uncommon to stow the reversers at 80 knots because the reverser effectiveness has decreased considerably and there is the risk of ingesting disturbed air or foreign objects that could damage the engine.
I would have thought it depends on runway length as well. Also don't forget turboprop aircraft also have reverse thrust (that generally involves reversing the prop to negative angle) to slow down the aircraft. I had a chance to fly a Cessna 208.
I’m an AMT and it’s always bothered me that engineers decided to name them Thrust Reversers when in actuality they are Thrust Deflectors. They don’t literally reverse the flow of air.
This is bs information, most airliners use more then idle thrust reverse even on a dry sunny days not just rainy days. All depends on the runway length and pilot
When that part.slides back.the thrust goes from back to down very slightly Forward and is enough to slow that bird down, if it was stopped it Could BACK UP!! HOW COOL IS THAT!!
Would like see this for 777-300ER. but want see how the bucket operates way back from front of engine coz you gave no diagram how it can do that there.
0:05 please someone educate me, why are the leading edges (i do not know if it is the correct name/term) are folding backwards, does it assist in slowing down the plane, if yes , please explain how.
fine, but does the engine rotates in opposite direction i think no i am curious to know or i am stupid to ask like this qestion i don't know ,thrust and reverse are mintaining the airplane from going any forward by disposing the air coming from the engine
no the engine operates as normal but the air coming out the back (which is pushing the aircraft forwards) is redirected by doors opening to allow that air to come out forwards slowing the aircraft down, Reverse thrust is generally only used to get the speed down to around 90 to 100 knots, its the deseleted and the throttles pulled back to idle, and the pilot uses the wheel brakes to slow down further.
The Giant Airbus A380 Thrust Reverse System uses the inboard 2 Engines only to slow down the massive Aircraft. The 4 Engines Airbus A380 needs at least Runway length of minimum 3800 metres long and 60 metres Wide ICAO Code F To operate on Airports Certified to handle the Huge Airbus A380.
For three, sometimes four reasons: 1) Brakes are far less expensive to maintain over their lifetime than the extra fuel the engines will consume at higher thrust settings during periods of thrust reversal. 2) Thrust reversal effectiveness greatly diminishes below 100 knots (speed of the air passing over the plane). Most commercial jets will land at a groundspeed of (depending on the aircraft) somewhere between 150-165 MPH. 3) Most commercial airliners have wing-mounted engines. Thrust reversers kick up debris from the runway, which, at lower ground speeds, has a higher likelihood of causing damage to the aircraft, the engines and anything near the aircraft. 4) Some airports have noise abatement restrictions in place. The two most common types of thrust reversers in use today (Cascade and Cold Stream) both essentially harvest the bypass air when deployed, which de-shrouds the hot exhaust stream. Without the bypass air cloaking the hot exhaust stream as they both exit the back of the engine together, the situation is now much the same as if the 'muffler' had been removed. There are municipalities around that don't want the extra noise. Ever wondered why the thrust is sometimes increased about 30-60 seconds after takeoff? Or perhaps why the plane levels out after the takeoff climb, the throttle is greatly reduced for a stretch over a city, then it's brought back up to its roaring glory? Thank the local noise abatement restrictions.
Inversion des poussées qui se fait en même temps qu'une levée des ailerons et une ouverture à fond des volets qui permet un ralentissement de la machine (avion) à l'attérissage. Le premier appareil est un Airbus de la PIA (Pakistan). Le troisième moteur ouvert à l'arrière est celui d'un 737-200. C'est exactement ce qui se produit à l'attérissage du 737-200. Le quatrième aéronef garé dans un parking est celui d'un Fokker 28 (F 28) dont le moteur est ouvert à l'arrière comme exactement ce qui se passe à l'attérissge des moteurs du Boeing 737-200. Mais, il se passe moins de bruit à l'attérissage d'un F 28 quand l'inverseur est actionné que dans celui du 737 200. Ai pu faire le constat en voyageant à bord d'aéronefs du groupe Celestair (Air Burkina, Air Ouganda...) ici en Afrique de l'ouest. Le moteur des 737-200 est bien différent de celui du 737-700 et 800. Le CF 56 de General Electric (GE) et Snecma.
No. They might be always opened to redirect the idle thrust at least, but you mainly use them for real( more than idle thrust) depending on runways conditions or to help reducing the brakes temperature and wear.
But C-5 Galaxy always uses full reverse thrust, irrespective of Dry or Wet Runways. There are thousands of youtube vids depicting the Screaming Thrust Reversers of the Late TF39 Engine
Water and ice have nothing to do with it. Reverse thrust is used EVERY landing. Just listen to any passenger jet when it lands. The engines roar because of the reverse thrust.
Yes, great observation! But it is not used at full strength every landing unless needed or instructed by the operator’s flight policy!! Thanks for the comment and I hoped that helped!!
Since the engines do not rotate in opposite direction, or do not move the aircraft in reverse direction, this action could be aptly called Thrust Diversion or Thrust Blockade...
I’d love to know how that heavy ass engine stays on that skinny ass wing . I ain’t flying in no airplane lol . I’ve seen small planes with 1/4 inch bolts holding the engine in place , F-that lol
In short answer. Some of the greatest engineers of humanity figured out how to balance weight stress perfectly along the wing. The inside of a wing is a complex design of ribs and struts that give them a insane amount of structural integrity, and the engine mounts are included in that.
OMFG REALLY Very VERY questionable I have seen more than enough stuff on aircraft BY ACTUAL PILOTS AND PEOPLE WHO WORK on aircrart to call 90% BS on this. Reverse Thrust is always used every landing regardless of the weather or how the runway is UNLESS there is engine problems and they have to use brakes then. If brakes are used and get super hot its harder to stop ALSO MUCH more wear and tear on tires and landing gear. Thats why trucks on roads use engine brakes or jake brakes to prevent brake fade and brakes catching fire and not been able to slow down or they have trouble coming to a complete stop because of EXTREMELY hot brakes.
Who said I am not a pilot? But also each individual airline has their own procedure for how they use this system to make it work for their operating procedures and maintenance plans. But the overall functionality of HOW the system works is all 100% correct. The difference on when it is used is dependent on who you fly with. Thanks for the comment and I hope that helped!!!
This is only partially correct. The use of reverse thrust has nothing at all to do with the condition of the runway surface. Whether wet, dry, icy, or anything else, full reverse thrust is used virtually every time. One of the only times that little or no reverse thrust is used is when landing on a very long runway and you want to go all the way down before turning off; therefore there's no need to slow as soon as possible. Beyond something like that, normal reverse thrust is always used. Also, the older style reverser doors may be called bucket doors by some people, but way more often they're called clamshell reversers.
I agree 100 💯 with this Gentleman Absolutely Correct.
You must be a pilot.
@@vieuxbal1253 That is correct. For quite a long time.
Yea I was about to say the same thing. Cause not only the weather conditions don’t have any say so in using reverse thrust or not but the brakes cannot do most of the work. The brakes will stress more than the engines and quite frankly, the brakes would be more likely to stress out before the engines in all cases. I’ve already seen my share of fires that were started from the brakes getting too hot even with standard procedure. If the brakes go out, it’s still not as big of a problem since reverse thrust is actually used more than the brakes anyway. Glad to see some smarty pants in the comments. Saves me from having to bash on these teenage youtubers who aren’t even pilots or experienced aviators by any means 😁
Thanks for setting this guy straight. There’s so much aviation misinformation out here on TH-cam. As a side note, I know it’s Delta’s policy to use idle reverse thrust only unless the pilot decides it’s necessary to use more throttle in reverse than idle.
In 2016, we landed in Montego Bay on a clear, dry day. I was sitting just forward of the wing and the captain used full reverse thrusters on our 737. It was really loud and he left them on for about 10 seconds. I'm not sure why but the landing was very smooth as his flaring technique was very professional and deceleration was very tolerable, as well. On exiting, the captain came out of the flight deck and I thanked him for a great flight!
Was it a really short runway? That could be part of it.
Semi-nice explanation.
They're not just for wet runways, though. They're nearly always used on landing. Because they save significant wear on the brakes.
(I used to work for the company that made the thrust reversers (and the rest of the nacelle) for many of the Boeing, Douglass, and Airbus airliners.)
Well said, I was USAF for 20 years and I thought how reverse thrust worked would be simple common sense even to someone with little to no knowledge of aircraft mechanics but after watching this guys vid I guess not...
That's because he overcomplicated his explanation. It is indeed a simple process. And yes, as BoomerDude said, reverse thrusters are almost always used in order to prevent wear on the brakes. @@vinewood8295
Nice video! In line operations we usually go above reverse idle. It's not that we need it but it saves brake wear and brake/tire temps from getting high. It's important on QTA operations- quick turn around. You can see the difference when you dispatch with a reverser "pinned out"- inoperable. The brake temps do get higher even after a leisurely landing on a long dry runway. As you said they make their money on slippery runways. The MD-80-90 series had a challenge since the reverse flow blanked the rudder. It was a challenge on slippery runways with a crosswind and was a factor in at least one MD-88 losing directional control landing on a slippery runway. Cheers
I miss flying (as a passenger) on the old MD90’s. Crosswinds is what made those things fun to fly. That, and the take off acceleration.
First off, they are called Thrust Reversers.
There is the Target Type (also known as the 'Bucket', which was mentioned). They are found on Turbojets, Low-bypass Turbofans and used on some smaller passenger jets. They are able to vector 100% of the thrust, but do not provide 100% thrust reversal, as was mentioned. There is the Cascade reverser, which was shown--where the blocker doors engage and redirect the bypass duct flow through cascades that are located behind the sliding nacelle doors, which was mentioned. There is also the Clamshell reverser type. They were widely used on older planes and act much in the same manner as the Target Type. They are still used on jets, but mostly smaller ones (like a private jet). Then there's the Coldstream Tyoe, which has four actuator doors that open to block and redirect the bypass duct stream.
Second off, they are almost always used--even if it's only with idle thrust. Adverse weather, possible ice or water encounters or anything of the sort aren't why they command the reversers to deploy. Thrust reversal effectiveness diminishes greatly below 100 knots, so your 'just-in-case' assertion does not make logical sense.
Third off, planes have other systems (like anti-skid) to deal with weather-related adverse conditions on the runway.
And finally, the Thrust Reversers are either commanded to 'deploy' (where they engage fully upon command) or are commanded to 'stow' (where they return to their locked stowed position) and There's no such thing as 'open a little'. The throttle levers are used for power level selection. Besides, all plane types must be able to demonstrate their mechanical abilities to operate safely and effectively without ancillary systems such as Thrust Reversers, Anti-Skid, Auto Thtottle and more.
It's great to endeavor to educate people, but make sure you bone up on your facts first.
All very true. I'm glad to see somebody getting it right for once.
Thanks bro
He’s Probably a bullshitter trying to make a video, he didn’t go in-depth on the mechanics of it, disappointing.
His explanation of how the landing gear works on a wet runway, was an indication.
The tires are so slick on a wet runway?
The tires are hydroplaning on the water on the Runway, not sliding or slippery.
Boom!
Landing in a 747 at San Diego once was advised by a pilot on one occasion that the reverse thrust would be used due to length of runway and not to be alarmed at noise. A few people have subsequently suggested the SD runway is a bit short for a 747 and more suited to 777 and of late A350.
So nice, very simplistically well explained, I'm from building-construction/design sort of area, but found this exceptionally very interesting & enlightening indeed, thanks & Cheers
A couple of fun thrust reverser facts:
1. Most jet engine reversers are designed for ground operation only … usually on landing and on some aircraft types to “power back” from the gate. Reverser deployment in flight can be a hazard to flight possibly resulting in loss of control of the aircraft. There are however a few notable exceptions where reversers are used in flight to reduce speed or increase the rate of descent and these include the YAK-40, Trident, DC-8, C-17 and NASA’s Shuttle Training Aircraft.
2. The amount of reverse thrust produced by the engine on landing is greatest at touch down speed and then diminishes with decreasing forward speed. It’s not uncommon to stow the reversers at 80 knots because the reverser effectiveness has decreased considerably and there is the risk of ingesting disturbed air or foreign objects that could damage the engine.
I would have thought it depends on runway length as well. Also don't forget turboprop aircraft also have reverse thrust (that generally involves reversing the prop to negative angle) to slow down the aircraft. I had a chance to fly a Cessna 208.
This must've been the loud sound followed by the immense braking I experienced when landing
Could've been the nervous passenger in row 37 letting one go though.
@@troo_story 🤔😂
I’m an AMT and it’s always bothered me that engineers decided to name them Thrust Reversers when in actuality they are Thrust Deflectors. They don’t literally reverse the flow of air.
Ditto!
By activating only one side of the reverse thrust it also aids in turning around some corners or avoiding other aircraft while in air.
As A Pilot On MD-11 F we use full Reverse thrust till around 70 knots than idle reverse
This is bs information, most airliners use more then idle thrust reverse even on a dry sunny days not just rainy days. All depends on the runway length and pilot
So the fan blades are still turning in the same rotation as if the plane was flying? “Reverse thrust” just redirects air to the sides?
Yep sends it forward and a bit downward
My very first flight sitting behind the wing on a Southwest wasn't aware of it had to change my shorts afterwards😂
When that part.slides back.the thrust goes from back to down very slightly
Forward and is enough to slow that bird down, if it was stopped it
Could BACK UP!! HOW COOL IS THAT!!
Thank you I always wondered about this. And now I know. Thanks again
Would like see this for 777-300ER. but want see how the bucket operates way back from front of engine coz you gave no diagram how it can do that there.
Thank you! I had heard of reverse thrust, but never knew how it worked. Now I know!
Im really glad to see pia aircraft in the video
Nice video
Good breaking system
0:05 please someone educate me, why are the leading edges (i do not know if it is the correct name/term) are folding backwards, does it assist in slowing down the plane, if yes , please explain how.
fine, but does the engine rotates in opposite direction i think no i am curious to know or i am stupid to ask like this qestion i don't know ,thrust and reverse are mintaining the airplane from going any forward by disposing the air coming from the engine
no the engine operates as normal but the air coming out the back (which is pushing the aircraft forwards) is redirected by doors opening to allow that air to come out forwards slowing the aircraft down, Reverse thrust is generally only used to get the speed down to around 90 to 100 knots, its the deseleted and the throttles pulled back to idle, and the pilot uses the wheel brakes to slow down further.
@@davedixon2068they are called blocker doors…they block the air and redirect it forward through cascade vanes
Reverse thrust is used to slow down aircraft.
I read somewhere that some airlines wanted to limit reverse thrust to save on fuel .
Best gift for everyone to watch on TH-cam Dr Zakir naik English and get real heaven's satisfaction and happiness and save urself and ur families
Someone please explain: how does the engine not just blow those buckets away from all the thrust forces?
because the designer made them strong enough to withstand all the various forces on them when operating
The reversed thrust was always used when I flew even on dry runway.
What’s the rpm’s of the tips of the blades on a 787 when landing?
The part about the condition of the runway isn't correct. Pilots use the reverse thrust the same way regardless of the runway being wet or dry.
Didn’t explain how it actually works just the general concept
Very nice Vedeo......
Capt. Bharathi, India
You're very incorrect and why they use reverse thrust.
Still think the best looking one is the nut cracker on the 737 clasic
The Giant Airbus A380 Thrust Reverse System uses the inboard 2 Engines only to slow down the massive Aircraft.
The 4 Engines Airbus A380 needs at least Runway length of minimum 3800 metres long and 60 metres Wide ICAO Code F To operate on Airports Certified to handle the Huge Airbus A380.
Why don’t they use the reverse thrust more fully even if the runway is dry?
They usually do use the thrust reversers even on dry runways unless the runway rollout is really long. The video just missed that fact.
They usually do.
They do almost all the time, just some false info in this video
For three, sometimes four reasons:
1) Brakes are far less expensive to maintain over their lifetime than the extra fuel the engines will consume at higher thrust settings during periods of thrust reversal.
2) Thrust reversal effectiveness greatly diminishes below 100 knots (speed of the air passing over the plane). Most commercial jets will land at a groundspeed of (depending on the aircraft) somewhere between 150-165 MPH.
3) Most commercial airliners have wing-mounted engines. Thrust reversers kick up debris from the runway, which, at lower ground speeds, has a higher likelihood of causing damage to the aircraft, the engines and anything near the aircraft.
4) Some airports have noise abatement restrictions in place. The two most common types of thrust reversers in use today (Cascade and Cold Stream) both essentially harvest the bypass air when deployed, which de-shrouds the hot exhaust stream. Without the bypass air cloaking the hot exhaust stream as they both exit the back of the engine together, the situation is now much the same as if the 'muffler' had been removed. There are municipalities around that don't want the extra noise. Ever wondered why the thrust is sometimes increased about 30-60 seconds after takeoff? Or perhaps why the plane levels out after the takeoff climb, the throttle is greatly reduced for a stretch over a city, then it's brought back up to its roaring glory? Thank the local noise abatement restrictions.
@@7t7o7 Those are some points although they don’t use it sometimes in case of oil Temperature increase.
Inversion des poussées qui se fait en même temps qu'une levée des ailerons et une ouverture à fond des volets qui permet un ralentissement de la machine (avion) à l'attérissage.
Le premier appareil est un Airbus de la PIA (Pakistan).
Le troisième moteur ouvert à l'arrière est celui d'un 737-200. C'est exactement ce qui se produit à l'attérissage du 737-200.
Le quatrième aéronef garé dans un parking est celui d'un Fokker 28 (F 28) dont le moteur est ouvert à l'arrière comme exactement ce qui se passe à l'attérissge des moteurs du Boeing 737-200. Mais, il se passe moins de bruit à l'attérissage d'un F 28 quand l'inverseur est actionné que dans celui du 737 200.
Ai pu faire le constat en voyageant à bord d'aéronefs du groupe Celestair (Air Burkina, Air Ouganda...) ici en Afrique de l'ouest.
Le moteur des 737-200 est bien différent de celui du 737-700 et 800. Le CF 56 de General Electric (GE) et Snecma.
Man, these modern jets have rubbery wings.😳😳😳 this is why classic jets are safer..look at that wing wiggle and jiggle..looks like jello. 😂😂😂
Great explanation 👍👍
DC-9 & 727 uses the bucket thrust reversers.
They are called clamshells
Brilliant, highly informative, no wasted time, your top 10 quick facts series of videos gave me cause to subscribe thank you.
Happy to see PIA , being a proud pakistani
They use reverse thrust on a dry runway ..it slows the plane down because the plane lands at a fast speed .
Hey make a video about The F-35B jet, on how their verticals landing and take off works!
Love you PIA..
Thrust reveresers are always used regardless of weather or runway conditions!!
No. They might be always opened to redirect the idle thrust at least, but you mainly use them for real( more than idle thrust) depending on runways conditions or to help reducing the brakes temperature and wear.
It's interesting to see how engine 3 blows water to engine 4. I imagine if it where some kind of debris what would happen to engine 4 🤔
that debris could also get sucked in without using reverse thrust i guess, but that water is indeed a nice visualization
The cascade vanes guide airflow to minimise this
They don’t seem to use this technique in Asia for some Reason 🤔
This guy is very smart
"Ah' you noticed", I'm not sure you were supposed to notice, but see also his 10 quick facts series it might cause you to subscribe? ;)
The air must go though a grid to prevent projectiles in the blast!
nope, what projectiles?
this isnt fully correct. reverse thrust is used regaurdless of runway condition.
التعذيب مرفوض،واضح مفهوم
Do a turboprop next
But C-5 Galaxy always uses full reverse thrust, irrespective of Dry or Wet Runways. There are thousands of youtube vids depicting the Screaming Thrust Reversers of the Late TF39 Engine
He already explained that on dry runaways Reverse thrust won't be engaged for too long ..speed breaks does the stopping of the Airplane...
Water and ice have nothing to do with it. Reverse thrust is used EVERY landing. Just listen to any passenger jet when it lands. The engines roar because of the reverse thrust.
Yes, great observation! But it is not used at full strength every landing unless needed or instructed by the operator’s flight policy!! Thanks for the comment and I hoped that helped!!
IM NOT DUM
Doesnt explain it anywhere near enough to get an idea of what going on internally just the end result
It simply slows the plane down.
Parachute on B58 looks better and more quite
This is only 1/3 correct
Very Nice Back Gear Build Very Large Brain Build Gear How Back Speed Minimum 50 Kilometer Spouse Very Expert Pilot Back Gear Thrust No Loss Plane
???😳😧
@@normanbuchanan9710 You Are Cannot Understand you Are D M
Since the engines do not rotate in opposite direction, or do not move the aircraft in reverse direction, this action could be aptly called Thrust Diversion or Thrust Blockade...
The thrust reverses direction. Let's not be pedantic
I’d love to know how that heavy ass engine stays on that skinny ass wing . I ain’t flying in no airplane lol . I’ve seen small planes with 1/4 inch bolts holding the engine in place , F-that lol
In short answer.
Some of the greatest engineers of humanity figured out how to balance weight stress perfectly along the wing. The inside of a wing is a complex design of ribs and struts that give them a insane amount of structural integrity, and the engine mounts are included in that.
@@frogking5573it’s called a PYLON the engine is mounted to
As a chief thrust engineer for 31 years, i must say that this video is very incorrect
It....reverses the thrust. Lol.
OMFG
REALLY
Very VERY questionable
I have seen more than enough stuff on aircraft BY ACTUAL PILOTS AND PEOPLE WHO WORK on aircrart to call 90% BS on this.
Reverse Thrust is always used every landing regardless of the weather or how the runway is UNLESS there is engine problems and they have to use brakes then.
If brakes are used and get super hot its harder to stop ALSO MUCH more wear and tear on tires and landing gear.
Thats why trucks on roads use engine brakes or jake brakes to prevent brake fade and brakes catching fire and not been able to slow down or they have trouble coming to a complete stop because of EXTREMELY hot brakes.
Who said I am not a pilot? But also each individual airline has their own procedure for how they use this system to make it work for their operating procedures and maintenance plans. But the overall functionality of HOW the system works is all 100% correct. The difference on when it is used is dependent on who you fly with. Thanks for the comment and I hope that helped!!!
PIA 😘
Автор ты хоть переведи на нормальный язык, ничего не понятно
Never explained how it works which is kind of the hole point.. crap Review
Try rewatching the video
Make a video about the the Dodge Viper 😊