If both hyd should fail, manual reversion is available from both control wheels. If the aileron system jams, the co-pilots wheel can be used to move the spoilers hydraulically. There are balance tabs and balance panels on both ailerons. There are two aileron trim switches to prevent spurious electrical signals from applying trim. The fwd switch is for direction, the aft switch is simply an earth return.
The above series of photographs show how the flight spoilers move with various combinations of aileron and speed brake. With speedbrake down, the spoiler simply rises on the down-going wing with aileron.
With speedbrake applied, not only do the spoilers on the down-going wing rise but also the spoilers on the up-going wing fall. Notice that even with full speedbrake applied the spoilers still rise on the downgoing wing. This property of the spoilers on both wings to respond to roll inputs is known as differential spoilers.
It only occurs when speedbrake is used which is why the roll rate is increased when speedbrake is used. Boeing recommend that speedbrake is not used below feet for this reason. NB In the bottom two photographs the speedbrake lever was only at the flight detent position but because the aircraft was on the ground the ground spoilers deployed.
This is why if you have any sort of technical problem that might be due to a faulty air-ground sensor eg QRH "Gear Lever Will Not Move Up After Takeoff" you must not use speedbrake in case the ground spoilers deploy in-flight. You can see from the series of photographs just how much extra drag ground spoilers will give over flight spoilers. Spoilers will continue to operate with speedbrake deployed.
On landing, if armed, all spoilers will deploy when the thrust levers are at idle and any two wheels have spun up or right gear is compressed. If not armed, the speedbrakes will deploy when reverse thrust is selected. Do not use speedbrakes in-flight if you have had to manually over-ride the gear to retract it.
Because with the thrust levers closed, the ground spoilers will deploy as well. On the NG the story is a little more complex and spoiler movement varies as follows:. There is no manual reversion for the rudder. For an in-depth explanation of the rudder system click here. Yaw Damper. The is positively damped in combined lateral-directional oscillations, which in plain English means that if you set up a Dutch Roll the aircraft will gradually stop oscillating.
So the yaw damper is not required for dispatch, however it is fitted for passenger comfort.
It is powered by hydraulic system B. So two were fitted to allow dispatch in case one failed.
As it happened, none were required. Note that aircraft with the RSEP installed, the yaw damper test switch is inoperative shown right. The NG's saw a return to a dual system by having a standby yaw damper, note that only the main yaw damper inputs are shown on the indicator.
Yaw damper inputs are not fed back into the rudder pedals, which is why there is an indicator.This is done to prevent flame-out on takeoff due to compressor stall.
In all cases, the engine speeds then increase to provide the computed take off power. Modern aircraft flight management computers will determine the power needed by the engines to take off, based on a number of factors such as runway length, wind speed, temperature, and most importantly the weight of the aircraft.
In older aircraft these calculations were performed by the pilots before a takeoff. The advantage of having such a system is the ability to reduce wear and tear on the engines by using only as much power as is actually required to ensure the aircraft reaches a safe takeoff speed. The go-around setting is used during the approach. If a pilot finds that he or she is unable to land safely, or deems it necessary to go-around for whatever reason, activating this switch usually positioned on the back of the throttle levers will increase the power to go-around thrust.
On Airbus aircraft, it does not disengage the autopilot but causes it to stop following the Instrument landing system ILS and perform the go-around maneuver automatically. From Wikipedia, the free encyclopedia. For other uses, see Toga disambiguation. This article has multiple issues. Please help improve it or discuss these issues on the talk page. Learn how and when to remove these template messages.
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737 Throttle Quadrant v2.4
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Does anyone else have a key mapped on their joystick to activate reverse where they only have to hold the button down and not press it continuously and if so how did you do this? In FSX when you assign a button to a function, there is a slider on the right hand side that allows you to make the button action be repeating. On a note of reverse thrust, in which conditions do not use reverse? I've seen a jet land at Madeira without revers or spoilers you can find on youtube so I was just wondering why an aircraft would do this.
I use the Saitek X52 Pro. I set up two bands on the throttle - one I past the detent on the throttle, reverse thrust is activated assigned F2.
Works great for me. Tom Higginbotham. Intel K - OC'd 4. You can find when to use reverse thrust on the Arrival part of the airport briefing in the charts of in airport. In the most cases, you are asked not to use reverse thrust or only idle reverse thrust, so if the runway is long enough for your landing, you should not use reverse thrust because of the noise. Third: if you have to turn off somewhere in the end of the 10k-feet runway, you definetely not need full thrust.
Wanna fly NGX with turbulence? Interesting, could someone explain what idle reverse is and how to activate idle revers onlanding?
Idle reverse means, that the moveable part of the engine cowling moves back and the reverse lamination deflect the thrust forward. In this situation, no thrust is set and only idle thrust acts on the forward movement of the aircraft.
With idle reverse the reverse doors are opened, but engine power leaves on idle, you don't spool up. In sim you can press F2 one, two or three times or buy some good throttle quadrant.
Load the Saitek Profile Editor, select the throttle and then right click on it to select Banded mode. Then select 'Edit Bands' to split the throttle band in two bands, one big and one small: e. Then assign to the small band the F2 command reverse thrust. This should do the trick.
You may want either to increase a bit the throttle Null-Zone or add a third small band in between, otherwise it will be difficult to find the zero-throttle spot and you may end up moving back and forth that's one of the reasons why I do not like it very much. I'd be interested in that as well.
I have the regular X52 and love the system. I have reverse thrust configured on the joystick trigger both trigger levels so I retard the throttles to idle and squeeze the trigger to apply the reverse thrust. It's not a graduated application like a throttle lever would do since it's a button with a repeat rate. I just let off the trigger and slightly advance the throttle lever from idle. That takes the reverse off and reconfigures everything.
Not sure if that's an X52 Pro only feature he's talking about, but curious about specifics. You were apparently answering when I was typing my post.
I'll have to give that a shot. Thanks for sharing! When I then pull back the throttle levers all the way down to the Saitek Idle detent, the LUA plugin sees this and disengages the reverse thrust action, and returns the Saitek throttle levers to normal forward thrust action.
Quite engenious actually, and it works for up to four throttle levers.Advanced Search. If this is your first visit, welcome! Please note that you will need to register to use many of the site's best features, including downloading files and posting messages.
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Results 1 to 10 of Thread: Thrust Reverser Activation on B Thread Tools Show Printable Version. Posts The First Officer after several seconds noticed that the thrust reversers were not deployed and successfully activated them 18 seconds after touchdown.
Not having flown in the cockpit of a real and acknowledging that my PFC throttle quadrant does not work the same, my question is how does one actually deploy the thrust reversers? Is it possible that the Captain somehow forgot to deploy them and didn't realize it? Join Date Mar Posts RE: Thrust Reverser Activation on B There are levers on the throttles that have to be pulled to deploy the reverse thrusters.
They can only be deployed when the engines are at idle so maybe the engines weren't quite at idle when the captain tried to deploy them. He could not move the throttles into reverse right away. The FO, upon noticing they were not deployed, engaged the reverse thrust with no problem. The NG has lockouts to prevent airborne reverser deployment.
The airplane overran runway 31C during the landing rollout. The accident occurred about pm central standard time. The airplane departed the end of the runway, rolled through a blast fence, a perimeter fence, and onto a roadway. The airplane came to a stop after impacting two automobiles. One automobile occupant was fatally injured and another seriously injured.
The on-scene portion of the investigation has been completed.Home Discussions Workshop Market Broadcasts.COCKPIT - Boeing 737 Pilot Throttle Inputs during Landing
Change language. Install Steam. Store Page. X-Plane 11 Store Page. Global Achievements. Kaiserdotexe View Profile View Posts. The thrust levers on the default have no affect on the engines whatsoever they basically do nothing I increased them to maximum but I see that the thrust itself didn't increase I even tried ticking the start with engines running box but nothing Update: After restarting the sim times I tried to reinstall the sim and it works fine now thank you for trying to help me out.
Last edited by Kaiserdotexe ; 18 Jun, am. Showing 1 - 15 of 19 comments. That's a new one. Do the thrusters move visually in the 3D cockpit? Yeah they do. OK stupid question, have you released the brakes?
Also I noticed with my aircraft it takes a lot of thrust to get it moving. Once moving you can back off of the throttle. Also I just started a flight with the default It started with engines running and I pushed up the throttles to almost full and didn't go anywhere.
I pressed V to release the brakes and started moving. Last edited by John W ; 17 Jun, pm. Sounds like the engines are not actually running. Originally posted by John W :. Last edited by Kaiserdotexe ; 17 Jun, pm. There are two keys for brakes in XP V to toggle maximum brakes and B to toggle normal brakes. I just use the V key.
Though I have one question when you set the thrust to max with brakes on did the displays show that thrust was increasing?
Originally posted by Kaiser. I just tried the default again and when I push up the throttles the engine gauges increase and I can hear the engines spooling up. Well if you push the throttles up, the throttles move but the engine instruments don't then the engines are not running.
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My 737NGX800 Homebuilt Cockpit
Thread Tools. Hi, With no AC power, if we loos all electrical power after the 60 minutes off battery, do we still have the thrust levers working or will thrust stay at the last set? Regards, Tango Air. View Public Profile. Find More Posts by TangoAir.
Still working. You forget the EEC alternator. Yes, all FADEC engines I know of are powered by a PMG, if the engines are running your thrust module should be responsive, may loose all indication but you should have control. Find More Posts by grounded Gas Bags. What is the queens english coming to? Find More Posts by Gas Bags. A language nazi, the most famous kind of internet posters Find More Posts by Denti. Godwin's Law in action.Drawings can be found on Rudy's site.
Be sure to route these two on opposite sides. Beware of MDF, it is easy to sand but hard on scroll saw blades and will split very easily. Reverse thrust throttle 1. Small screw holds back the spring. Indent is made to accomodate nut on reverser Attaching the main throttle gear, 58 teeth with a diameter of 60mm. Small screw to hold gear inplace Setting up the pot gear. Min stop routed for idle switch.
Fuel cutoff guide in place. Made the fuel cutoff slot far too wide but will work. Engine 2 will be smaller. It took many tries to get this guide right. The idea for the guide design comes from Rudy's site. Throttle Idle switch in place The fuel cut off lever still needs some rework as it is in rough stage fuel cutoff switch installed another view of cutoff switch reworked fuel cutoff levers knobs made from kitchen cutting board.
The left guide screw is out for finishing touches Painting the throttle. The reversers still need thier respective knobs. Essentialy the throttle lever is complete except for the placing of decals Throttles in place, reversers complete.
Paint 2 and add decals. I may beef up the throttle legs as there is is some twist in the mdf the dust flaps and aluminum covers will finish off the throttle section Beefed up the throttle legs. They are much stronger and run true now, as there was some twist in the mdf which caused lever collision problems when operating one trhottle at a time.
I borrow the design for the flap lever from Claus's site. Rounded the shoulders of the lever retainer and added the top hat, made from kitchen cutting board. Notice the long bolt in the flap lever. I am hoping it will do double duty as marking device for the flap graduation scale.
Install the 18 tooth gear and pot. Beefed up beneath the flap detentes'. Many thanks to Lloyd Bryor for the ball bearings. Back side showing pot and new plate A ball bearing sits in the hole, cover plate attached to hold ball and spring in place.
Look closely for detente holes. They must be very small to allow smooth action of the ball. Notice the spring size. It will fit in behind the ball and cover will hold the two in place.