Andz From South Africa, joined Feb 2004, 8535 posts, RR: 10 Posted (9 years 1 month 3 weeks 6 days 7 hours ago) and read 3461 times:
I recently flew SAA JNB-LHR on a 744. We taxied out and stopped, then the Captain came on and said there was a technical fault with No 2 thrust reverser sensors and we might need to return to the gate. Laudair sprang to mind and I commented to the F/A sitting opposite me that I was happy to return to the gate for a reverser problem!
Anyway back the gate we went, the Captain was on the P/A explaining that they couldn't determine the position of the reverser which could compromise our take off performance and the aircraft in the air. He explained everything in layman's terms which I thought was pretty good, saying the quickest fix was to lock it out which would take about half an hour.... 20 minutes later we were on our way on a smooth and uneventful flight.
Anyone got any similar stories? Is this a common occurrence? The aircraft was ZS-SAK which has Rolls-Royce RB-211s.
N8076U From United States of America, joined Jun 2006, 425 posts, RR: 8
Reply 2, posted (9 years 1 month 3 weeks 6 days 1 hour ago) and read 3392 times:
Quoting Kaddyuk (Reply 1): Thrust reversers when we have problems with them and we're in a rush are normally locked out.
I agree, this seems to always happen when you don't have time to actually fix it, and the aircraft is already loaded.
The P&W powered 747-400s we had at UA weren't particularly troublesome at least compared to the 747 classics we had.
After the Lauda Air crash, the newer 747-400s UA had came with "sync locks" which physically prevented the reverser actuators from turning, should one somehow activate in flight. The 767-300's had these as well. Older 747-400s were retrofitted with this feature at overhaul. Sync lock operation was checked at every "B" check (1000 hrs. between B checks if I remember right). The gaps on the reverser actuator proximity switches were also checked at "B" checks.