Thank you, I'm glad you are enjoying them!

Thanks for watching! My next video will be tips on visual approaches and I plan to show an approach in an Excel.

Great points! Yes, it's absolutely possible to have the TRs deployed with the nose still in the air. If the TRs detect either main gear are on the ground based on the squat switch signals, deployment is possible. The risk is that the nose might pitch up and cause the aircraft to lift off again. Being slow, five feet off the ground, with the TRs deployed is almost a sure way to bend metal.

Great questions, Ibrahim! In theory the thrust reversers will be locked out and impossible to deploy if the throttles are above the idle position. However, if this mechanism were to fail and a TR were to be deployed with throttles above idle, the thrust reversers have what the operating manual calls an "automatic throttle retarding device" which will bring the throttle to idle. This safeguard is also used to prevent say, an inadvertent TR deployment on takeoff, with an engine at max power suddenly producing max power in reverse! You can imagine how difficult, if not impossible, that would be to control. This automatic device moves the throttle to idle, but the pilot can then override it. For example, after getting the TR stowed using the EMER stow switch, they could then use the throttle normally and have a fully functioning engine again. The older Citations (the Citation II and first 118 Citation V aircraft produced) originally had a slightly different system for reducing the thrust to idle. It was called a load limiter and the problem with it was that it would cause an out-of-rig condition on the throttle cable once activated. It would alter the rigging in a way that even pushing the throttle all the way forward would not produce even close to max thrust, and pulling the throttle aft would cause the engine to shut down completely. So during an inadvertent TR deployment the load limiter would save the day by reducing thrust to idle, but after getting the TR stowed the pilot was left with a nearly-dead engine. The only way to reset this load limiter is to have a mechanic reset it. Because of these safeguards, thrust reversers are prohibited from use during touch and go landings. The pilot should only deploy thrust reversers when intending to make a full stop. The thrust reversers are the last item to be used on landing, after wheel brakes and spoilers, so by that point the pilot if fully committed to staying on the ground and not attempting a go around. The operating manual even states, "Less distance is required to stop, even on a slick runway, once the reversers are deployed, than is required to restow the reversers and takeoff." If a pilot were to have thrust reversers deployed and try to push the throttles forward simultaneously, the automatic or load limiter system would kick in and bring, or try to bring, the throttles/thrust back to idle. I'm not familiar with the accident you mentioned, but if they were flying an early Citation with a load limiter installed, any number of bad things could have happened. I can picture a scenario where a pilot is trying to do a touch and go (contrary to the prohibition of TR usage during touch and goes), deploys TRs, stows the TRs, but pushes the throttles forward before the TRs are fully stowed. This would activate the load limiter on both engines and cut both engines to significantly less than max power. At that point the pilot might have enough power to briefly fly, but crash off the end of the runway.

@@citationpro Thank you for taking the time to write such a lengthy reply, CitationPro! I believe the accident in question (N29X) happened the way you describe. Pilot was trying to go around and pushed the throttles forward before the TR's were fully stowed. The report specifically mentioned that the Unlock light must be out before the throttles may be advanced. Here is a link I found: www.baaa-acro.com/crash/crash-cessna-s550-citation-ii-poughkeepsie Fly safe! -Ibrahim

@@igclapp , interesting report! Thanks for the link. Like most accidents, it sounds like there were numerous problems along the way with N29X. I'm surprised nothing was mentioned about what sounds like a fast, unstable approach to begin with. Accidents like this are one of the many reasons stable, on-speed approaches are critical to have in a jet.

Nice work! It's hard to find good quality technical videos that are aircraft specific on KZfaq. I don't know if this is the same with PC-12s, but in the Citation world way too many videos are just some rich guy flying his own airplane around, more for entertainment than education.