Narrative:

I was the captain on flight X on mar/thu/93. The purpose of the flight was to give an first officer trainee initial aircraft training after his successful completion of the simulator training program. The flight proceeded normally until what turned out to be our last touch and go. The first officer was making better than average progress to this point with the exception of his usage of reverse thrust and brakes. I demonstrated the landing, after which I immediately went into reverse thrust to show the first officer a more efficient reversing technique than the one he had been using. I then stowed the reverse thrust levers and advanced the throttles for takeoff. Soon thereafter we experienced unexplained severe directional control problems. I was applying enough rudder pressure to cause nose tire scrubbing. We were heading toward the left side of the runway at such an angle that I determined I had insufficient room to stop and therefore elected to attempt a takeoff. Either slightly prior to or shortly after rotation I applied additional thrust and glanced toward the EPR gauges to determine by how much I was overboosting the engines. At this time, I noticed the left blue reverse light was illuminated. I exclaimed out loud something to the effect that we were experiencing reverse thrust on the left engine. Due to our deteriorating altitude and airspeed situation, I decided to close the throttles and land. I do not recall using reverse during rollout and believe we came to a stop using brakes only. Callback conversation with reporter revealed the following information: the reporting pilot was an instructor check airman for a major airline. He was trying to demonstrate the proper use of the reversers to a new first officer. He disregarded the statement in the flight manual that told him not to attempt a go around after using the reversers thinking that this was just a training maneuver and a touch and go is not a go around. The aircraft became airborne with uncontrollable yaw to the left. The reporting pilot put the aircraft back on the ground and landed between a taxiway and the runway. The nose gear was knocked off and there was other damage. The aircraft has been rebuilt. Air carrier maintenance found that the reverse isolation solenoid valve had failed allowing only accumulator pressure to actuate the reverser to forward thrust. The reverser did not fully stow and air loads opened the reverser. The FAA gave him a 'special chkride.' the reporting pilot is no longer an instructor check airman for a major airline. He is enjoying flying to europe. Supplemental information from acn 236312: the captain executed a normal landing demonstrating effective use of reverse thrust. Upon completion of the landing demonstration, the captain called for flaps 15, trim throttles. At that point yaw to the left was very pronounced. The captain then rotated to prevent us from leaving the runway. Once airborne, yaw to the left was still very pronounced and the captain noted that the left engine was still in reverse. The captain then returned the aircraft to the ground. The aircraft landed south of runway 30R and then stopped at center field taxiway.

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Original NASA ASRS Text

Title: AN ACR CHK AIRMAN FAILED IN HIS ATTEMPT TO TKOF WITH 1 OF HIS 2 ENGS IN REVERSE. THE ACFT WAS BADLY DAMAGED. THERE WERE NO INJURIES.

Narrative: I WAS THE CAPT ON FLT X ON MAR/THU/93. THE PURPOSE OF THE FLT WAS TO GIVE AN FO TRAINEE INITIAL ACFT TRAINING AFTER HIS SUCCESSFUL COMPLETION OF THE SIMULATOR TRAINING PROGRAM. THE FLT PROCEEDED NORMALLY UNTIL WHAT TURNED OUT TO BE OUR LAST TOUCH AND GO. THE FO WAS MAKING BETTER THAN AVERAGE PROGRESS TO THIS POINT WITH THE EXCEPTION OF HIS USAGE OF REVERSE THRUST AND BRAKES. I DEMONSTRATED THE LNDG, AFTER WHICH I IMMEDIATELY WENT INTO REVERSE THRUST TO SHOW THE FO A MORE EFFICIENT REVERSING TECHNIQUE THAN THE ONE HE HAD BEEN USING. I THEN STOWED THE REVERSE THRUST LEVERS AND ADVANCED THE THROTTLES FOR TKOF. SOON THEREAFTER WE EXPERIENCED UNEXPLAINED SEVERE DIRECTIONAL CTL PROBS. I WAS APPLYING ENOUGH RUDDER PRESSURE TO CAUSE NOSE TIRE SCRUBBING. WE WERE HDG TOWARD THE L SIDE OF THE RWY AT SUCH AN ANGLE THAT I DETERMINED I HAD INSUFFICIENT ROOM TO STOP AND THEREFORE ELECTED TO ATTEMPT A TKOF. EITHER SLIGHTLY PRIOR TO OR SHORTLY AFTER ROTATION I APPLIED ADDITIONAL THRUST AND GLANCED TOWARD THE EPR GAUGES TO DETERMINE BY HOW MUCH I WAS OVERBOOSTING THE ENGS. AT THIS TIME, I NOTICED THE L BLUE REVERSE LIGHT WAS ILLUMINATED. I EXCLAIMED OUT LOUD SOMETHING TO THE EFFECT THAT WE WERE EXPERIENCING REVERSE THRUST ON THE L ENG. DUE TO OUR DETERIORATING ALT AND AIRSPD SIT, I DECIDED TO CLOSE THE THROTTLES AND LAND. I DO NOT RECALL USING REVERSE DURING ROLLOUT AND BELIEVE WE CAME TO A STOP USING BRAKES ONLY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTING PLT WAS AN INSTRUCTOR CHK AIRMAN FOR A MAJOR AIRLINE. HE WAS TRYING TO DEMONSTRATE THE PROPER USE OF THE REVERSERS TO A NEW FO. HE DISREGARDED THE STATEMENT IN THE FLT MANUAL THAT TOLD HIM NOT TO ATTEMPT A GAR AFTER USING THE REVERSERS THINKING THAT THIS WAS JUST A TRAINING MANEUVER AND A TOUCH AND GO IS NOT A GAR. THE ACFT BECAME AIRBORNE WITH UNCTLABLE YAW TO THE L. THE RPTING PLT PUT THE ACFT BACK ON THE GND AND LANDED BTWN A TXWY AND THE RWY. THE NOSE GEAR WAS KNOCKED OFF AND THERE WAS OTHER DAMAGE. THE ACFT HAS BEEN REBUILT. ACR MAINT FOUND THAT THE REVERSE ISOLATION SOLENOID VALVE HAD FAILED ALLOWING ONLY ACCUMULATOR PRESSURE TO ACTUATE THE REVERSER TO FORWARD THRUST. THE REVERSER DID NOT FULLY STOW AND AIR LOADS OPENED THE REVERSER. THE FAA GAVE HIM A 'SPECIAL CHKRIDE.' THE RPTING PLT IS NO LONGER AN INSTRUCTOR CHK AIRMAN FOR A MAJOR AIRLINE. HE IS ENJOYING FLYING TO EUROPE. SUPPLEMENTAL INFO FROM ACN 236312: THE CAPT EXECUTED A NORMAL LNDG DEMONSTRATING EFFECTIVE USE OF REVERSE THRUST. UPON COMPLETION OF THE LNDG DEMONSTRATION, THE CAPT CALLED FOR FLAPS 15, TRIM THROTTLES. AT THAT POINT YAW TO THE L WAS VERY PRONOUNCED. THE CAPT THEN ROTATED TO PREVENT US FROM LEAVING THE RWY. ONCE AIRBORNE, YAW TO THE L WAS STILL VERY PRONOUNCED AND THE CAPT NOTED THAT THE L ENG WAS STILL IN REVERSE. THE CAPT THEN RETURNED THE ACFT TO THE GND. THE ACFT LANDED S OF RWY 30R AND THEN STOPPED AT CTR FIELD TXWY.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.