This Austrian Airlines B767 pilot is logging that wheelie record by all means while landing at Vienna. Boeing clearly states that aerodynamic braking should not be used on the 767. Its procedures call for immediate deployment of the speed brakes and prompt lowering of the nose after touchdown, meaning... prolonged aerodynamic braking is not recommended. There’s a good reason for that. Aerobraking is ineffective on the 767 and can introduce an additional risk: when the ground spoilers deploy, the aircraft experiences a nose-up pitching moment. If the pilot misjudges the amount of back pressure being held, the nose can remain elevated longer than intended, increasing the risk of a tail strike. And with autobrakes engaged, holding the nose off while relying on aerodynamic braking means the aircraft’s deceleration is constantly changing. The autobrake system responds by adjusting brake pressure to maintain its selected deceleration rate. That repeated modulation isn't ideal for carbon brakes. Minimizing unnecessary brake applications helps reduce brake wear and prolong brake life. Once the aircraft is firmly on the ground, a single strong, controlled braking application is generally preferable to repeatedly making small/light applications. So yes, it may look impressive, but on a 767, keeping the nose up after touchdown isn't the technique Boeing wants you using. 📹: sixace99show more

For any pilot who has landed a 767 or 757 this is NEAR PERFECT technique of lowering the nose gently. This is NOT aerodynamic braking, this is controlling the heavy nose tendency of the 75/76 after touchdown and spoiler deployment. (Spoilers did deploy, you just can’t see from the camera angle) The nose must be flown down in a controlled and gentle manner. The 75/76 has a tendency to “drop” if you don’t maintain back pressure and fly the nose gear onto the surface. Not flying it onto the surface is a rookie mistake that all of us who have flown the type know all too well! You only have to hear that “BANG” once or twice before you realize you must fly her all the way to a stop, even when you’re on the ground. The 737 requires similar technique. Additionally, the video is slower than real time so it looks like the nose is being lowered at a slow rate.

Good job he wasn't landing on 30 at MIA. At least he got the main gear down early enough.

Completely incorrect dissertation! This is not aerobraking , This is an example of perfect pilot technique. Reversers deployed immediately upon touchdown “flying the nose” to the runway then a gentle application of brakes. This method actually reduces landing distance. I have over 6000 hours in the 67-300 and land this way every time. Usually needing less than 6000 of runway with auto brakes off and idle reverse thrust at anywhere between 325000 to 335000 pounds landing weight.

Well, maybe the runway was super long and the landing weight low, and by ATC, vacate at the end. Just saying.

I though all these functions were just buttons. Once the wheels are down, doesn't auto land kick in?

So much judgment in this post, then you’re going to cite Boeing? The company that omitted a critcal system from the 737 Max flight training handbook? Sit down, be quiet and stop critiquing every little thing a pilot does in a 767, so you ride the coattails of the Amazon crash.

@ShorealoneFilms Since I’m about to fly I’ll show this to the pilots….

Noses down! Just don’t run out of runway before you run out of speed

That is correct 👍

Should just stick to doing it in their weekend 150 👍

😳😳😳😳😳😳😳😳😳😳😳😳

Literally. MRO sees the bill for this stuff. Tail strike inspection plus cooked brakes turns one flashy landing into a week of unscheduled maintenance.

But but it looks so cool when the F-15 pilots do it !!

Then they over correct pushing the nose hard down

Not sure that having the reversers out with the nose wheel still in the air, is in the operations manual either!

I wonder if aerobraking leads to hard nose gear hits and fuselage damage.