Landing performance we use for our revenue flights do not take into account thrust reversers. As hard as we decelerate on the reversers, many passengers do not realize that if we need to, we can brake a lot harder. We don't use the maximum available brakes much under normal circumstances as it is not our customer service policy to bang passengers' heads onto the seats in front of them.
Was given a 737 with a single reverser locked out yesterday. The dispatch papers noted that and they reminded me again before we started our first flight of the day. As a habit, I would put a post it note in front of me to remind myself of various things I need to remember about the aircraft. I wrote "T/R #1 INOP"
Our first leg of the day was to Pekanbaru, narrow clearway strip with a runway only 25 meters wide. Normally we land at runway 36 to take advantage of the uphill slope, and exit at taxiway A to the right. The slope beyond that is a steep downhill, but we normally are at low speed if we pass that intersection.
Before top of descent, the First Officer briefed for the landing. He's a young lad and a recent addition to our company. He's relatively green, and this is the first time I've flown with him with a deferred.
"Oke Kep, my landing yah. Pekanbaru, expecting 36 ILS, we come in for a straight intercept down to 1,500 unless they tell us to hold as published. Visibility is good, if they change the runway we'll go visual right hand, is that OK?"
"Yeaps, go on."
"ILS from 1500ft, visibility is good, QNH is 1012, and decision is at 200 above or 230 on the QNH. Runway is 2200 meters, landing weight will be 49 tons, ref will be 133 on flap 30, autobrake 2, the wind is 040 at 5 knots so we'll approach at 140. Standard roll and manual braking to go for exit A."
"Missed Approach?"
"Climb straight ahead to 1500ft and notify ATC. Expect vectors right hand to the downwind and redo it. Any questions?"
"Have you missed anything?"
"Oh yes, reverser on engine one is locked, so, idle reverse on number two OK?"
"Yes... want me to call for descent?"
"Landing brief complete yah Kep, ready for descent."
There was no traffic and we were cleared to descend continuously to 1500ft and cleared for the high speed below 10,000ft. Down at 1500ft and slowing our speed from 300 knots on idle power, we got busy. I told him to keep it at idle as we need to start the deploying the flaps. We steadied down to 210 before selecting the flaps to one, then 5, then 10, at 170. Nose was a bit high, and I was waiting for the glideslope to go alive. Autothrottle was still on.
Then the glideslope came alive and I called it. Since we were only at 1500ft, I reminded him to go and select 15 and gear down, I didn't want him not to stabilize at 1000ft.
"Fly the slope on manual will you?"
"Yes Kep. Flaps 30 and Set speed 140 please."
The Autopilot disconnect horn came and he smoothly descended the pig on the glideslope. The airplane slowed to 140 with the autothrottle. The air was bumpy and the aircraft started to oscillate a bit with the autothrottle lagging. The airspeed went off from the targetted 140 due to the oscillation. He switched the autothrottle off to kill the oscillation and retrimmed the pig.
"One thousand," I called, shortly followed by the automatic voice.
We then received our landing clearance.
"Five hundred... and watch the speed, 140 please slow it down abit."
"Two hundred."
"One hundred."
"Fifty... forty... thirty... go idle" I called.
The wind suddenly disappeared and we lost our 5 knots immediately. He pulled the yoke to keep the pig from falling and applied a bit of power to cushion the loss of airspeed before going idle, but it was a little too long and we floated.
"Whoops," he said.
"Hit the aiming bar," I said. I wanted him to bring it down firmly on the 1000ft markers. He hesitated to drop the aircraft and we touched down 1500ft from the threshold. There was still ample room to stop.
The whine of the ground spoilers autodeploying was heard and I hand checked it. "Spoilers deployed."
The pig derotated nicely as he opened the right engine reverser as we climbed up the hill, faster than normal.
To my horror, he said "We're fast," and pulled the reversers into full.
The pig's nose swung to the right catching him by surprise, he realised that the left reverser was locked. "Damn, single only." He yanked the rudder to the left to keep the pig from having a run around the grass, he idled the right reverser and the nose swung left now, we were below 100 knots with the wheels biting and the ground spoilers dumping whatever remaining lift we had on the wings and transferred the weights on the wheels.
"Buset! Nyante dong!" (Jeez, easy boy!)
He pressed on the manual brakes and adjusted our direction to remain on the runway.
"80... 60..." I called as we were still swinging left to right to left to right as he tried to keep us on the runway. "OK, my control."
"Your control Kep."
The swinging took his eye off the braking and I braked harder to a hard stop on the intersection.
I took the pig off the runway and onto the apron, and waited on the parking stand to allow for engine cooling, APU startup and completion of the after landing checklist. We shut down on schedule.
I looked at him and said, "enjoy the single reverser?"
"Scary on this runway Kep. Sorry, first time on a single rev."
"It's not wide, bet you were scared of going off after forgetting the single."
"Indeed. I never knew I'd do that."
"Well, there's always a first time, at least you're not a single reverser perawan (virgin) anymore. Narrow runway, overcompensated, realised the error, and tried to correct it."
"Sorry."
"Don't worry, do the next one back to Jakarta and I'd kick your butt if you swing like mad over there."
The pax deboarded, we completed the paperwork and prepared for the next leg. One of the cabin crew told us they were goyang Inul at the back. Thank God I don't sit on the rearmost part.
The next leg was perfect and the first officer focused on the brakes for deceleration on the 3000m runway. Thank God for long runways.
Was given a 737 with a single reverser locked out yesterday. The dispatch papers noted that and they reminded me again before we started our first flight of the day. As a habit, I would put a post it note in front of me to remind myself of various things I need to remember about the aircraft. I wrote "T/R #1 INOP"
Our first leg of the day was to Pekanbaru, narrow clearway strip with a runway only 25 meters wide. Normally we land at runway 36 to take advantage of the uphill slope, and exit at taxiway A to the right. The slope beyond that is a steep downhill, but we normally are at low speed if we pass that intersection.
Before top of descent, the First Officer briefed for the landing. He's a young lad and a recent addition to our company. He's relatively green, and this is the first time I've flown with him with a deferred.
"Oke Kep, my landing yah. Pekanbaru, expecting 36 ILS, we come in for a straight intercept down to 1,500 unless they tell us to hold as published. Visibility is good, if they change the runway we'll go visual right hand, is that OK?"
"Yeaps, go on."
"ILS from 1500ft, visibility is good, QNH is 1012, and decision is at 200 above or 230 on the QNH. Runway is 2200 meters, landing weight will be 49 tons, ref will be 133 on flap 30, autobrake 2, the wind is 040 at 5 knots so we'll approach at 140. Standard roll and manual braking to go for exit A."
"Missed Approach?"
"Climb straight ahead to 1500ft and notify ATC. Expect vectors right hand to the downwind and redo it. Any questions?"
"Have you missed anything?"
"Oh yes, reverser on engine one is locked, so, idle reverse on number two OK?"
"Yes... want me to call for descent?"
"Landing brief complete yah Kep, ready for descent."
There was no traffic and we were cleared to descend continuously to 1500ft and cleared for the high speed below 10,000ft. Down at 1500ft and slowing our speed from 300 knots on idle power, we got busy. I told him to keep it at idle as we need to start the deploying the flaps. We steadied down to 210 before selecting the flaps to one, then 5, then 10, at 170. Nose was a bit high, and I was waiting for the glideslope to go alive. Autothrottle was still on.
Then the glideslope came alive and I called it. Since we were only at 1500ft, I reminded him to go and select 15 and gear down, I didn't want him not to stabilize at 1000ft.
"Fly the slope on manual will you?"
"Yes Kep. Flaps 30 and Set speed 140 please."
The Autopilot disconnect horn came and he smoothly descended the pig on the glideslope. The airplane slowed to 140 with the autothrottle. The air was bumpy and the aircraft started to oscillate a bit with the autothrottle lagging. The airspeed went off from the targetted 140 due to the oscillation. He switched the autothrottle off to kill the oscillation and retrimmed the pig.
"One thousand," I called, shortly followed by the automatic voice.
We then received our landing clearance.
"Five hundred... and watch the speed, 140 please slow it down abit."
"Two hundred."
"One hundred."
"Fifty... forty... thirty... go idle" I called.
The wind suddenly disappeared and we lost our 5 knots immediately. He pulled the yoke to keep the pig from falling and applied a bit of power to cushion the loss of airspeed before going idle, but it was a little too long and we floated.
"Whoops," he said.
"Hit the aiming bar," I said. I wanted him to bring it down firmly on the 1000ft markers. He hesitated to drop the aircraft and we touched down 1500ft from the threshold. There was still ample room to stop.
The whine of the ground spoilers autodeploying was heard and I hand checked it. "Spoilers deployed."
The pig derotated nicely as he opened the right engine reverser as we climbed up the hill, faster than normal.
To my horror, he said "We're fast," and pulled the reversers into full.
The pig's nose swung to the right catching him by surprise, he realised that the left reverser was locked. "Damn, single only." He yanked the rudder to the left to keep the pig from having a run around the grass, he idled the right reverser and the nose swung left now, we were below 100 knots with the wheels biting and the ground spoilers dumping whatever remaining lift we had on the wings and transferred the weights on the wheels.
"Buset! Nyante dong!" (Jeez, easy boy!)
He pressed on the manual brakes and adjusted our direction to remain on the runway.
"80... 60..." I called as we were still swinging left to right to left to right as he tried to keep us on the runway. "OK, my control."
"Your control Kep."
The swinging took his eye off the braking and I braked harder to a hard stop on the intersection.
I took the pig off the runway and onto the apron, and waited on the parking stand to allow for engine cooling, APU startup and completion of the after landing checklist. We shut down on schedule.
I looked at him and said, "enjoy the single reverser?"
"Scary on this runway Kep. Sorry, first time on a single rev."
"It's not wide, bet you were scared of going off after forgetting the single."
"Indeed. I never knew I'd do that."
"Well, there's always a first time, at least you're not a single reverser perawan (virgin) anymore. Narrow runway, overcompensated, realised the error, and tried to correct it."
"Sorry."
"Don't worry, do the next one back to Jakarta and I'd kick your butt if you swing like mad over there."
The pax deboarded, we completed the paperwork and prepared for the next leg. One of the cabin crew told us they were goyang Inul at the back. Thank God I don't sit on the rearmost part.
The next leg was perfect and the first officer focused on the brakes for deceleration on the 3000m runway. Thank God for long runways.
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