Sounds plausible to me, I've never flown anything bigger
than the BE1900 and the Beechjet BE400, so the exact
operational sequence is only generally known to me. I do
know that a "carrier landing" is the way to get the struts
compressed ASAP.

You raise a question about technique...If the pilot applied
brakes manually before the wheels spun up to what ever rpm
was required, wouldn't that block any further automatic
spoiler deployment?


--
James H. Macklin
ATP,CFI,A&P

"John Gaquin" wrote in message
...
|
| "Jim Macklin" wrote
in message
|
| Automatic deployment of spoilers and thrust reversers
| depends on compression of the main gear struts and
probably
| also the nose wheel strut.
|
| I've never flown the 737, but have the 727 and 747.
Boeing used to be
| pretty consistent in running systems through the models.
On both the 727
| and 747, main gear compression *and* main wheel spin-up
are both necessary
| for operation of certain ground systems like reverse
thrust, autospoilers,
| autobraking, etc. IIRC, on the 727, nose gear
compression is also required
| for autospoiler deployment. Without a trip to the basement
for research, I
| can't recall the details. I *could* believe that after a
landing in several
| inches of snow, certain main wheels may not have spun up
enough to release
| the reverse actuators.
|
|