The last carrier I saw doing power backs was NWA with the DC-9's... It's darn hard on the engines (fod) and if done wrong it you can put the plan on its tail.
The last carrier I saw doing power backs was NWA with the DC-9's... It's darn hard on the engines (fod) and if done wrong it you can put the plan on its tail.
See, that's the thing! I can understand the clamshell reversers that the JT8/JT9s have, and even the Rolls Royce engines on the E135/145s. They direct all the thrust from the engines forward. The cowl reversers that the CRJs have don't divert all of the thrust forward. To me, it would be tough to do a powerback on those airplanes.
That's more of an educated guess, however. If you guys say it's been done before, I can't argue experience. I do know someone tried to do it in SGU and was unsuccessful.
The last carrier I saw doing power backs was NWA with the DC-9's... It's darn hard on the engines (fod) and if done wrong it you can put the plan on its tail.
At my previous airline - a CRJ-200/700/900 operator, and per the company manuals;
The -200 could do a powerback - however it was only if there's no other choice - AND it required I pretty high up management approval prior to said movement.
The -700 was outright forbidden. (More tail heavy and more risk in the event of a brakes required stop).
The -900 started coming online about the time I was on my way out, so I 'm not sure about that one, but i'd imagine it would be similar policies to the -700.
But that being said, I was only a -200 guy, never had to do it, and never knew of any case where it was done.
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