Can Airbus A320 reverse?

The Airbus A320 has two layers of protection in place to prevent an inadvertent selection of reversers in flight. To activate the reverse thrust, the pilot needs to lift the triggers on each of the thrust levers. The triggers are mechanically locked above the thrust idle detent.



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Thrust reversal involves great forces, and produces an incredible amount of noise. To keep noise pollution to a minimum, we try to avoid roaring jet engines as much possible. An engine running at full thrust would also blow away any loose parts or people on the platform. Some might consider this a safety risk.

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Most airlines deploy thrust reversers on every landing. The thrust reverser operating guidelines are well established and are typically based on inputs from the airframe manufacturer. Although most airlines deploy thrust reversers on every landing, the level of reverse thrust used is left to the pilots discretion.

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Simply put, it is too risky for the airport, the ground crew, and the aircraft to deploy reverse thrust that close to the terminal building. The upside is a few minutes and dollars saved, but the downside could be millions in damage and a grounded aircraft.

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In most modern airliners, its use is banned in the air because it could lead to undesirable flight characteristics that might cause a loss of control. The reverse thrust of an aircraft is normally used after landing as a means of braking.

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Lauda Air Flight NG 004, OE-LAV A Boeing Model 767-300ER, powered by Pratt and Whitney PW4000 engines and operated by Lauda Air, experienced an uncommanded thrust reverser deployment of the left engine during climb out from Bangkok International Airport in Bangkok, Thailand.

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As the first civil aircraft to introduce fly-by-wire technology, the A320 Family has set the standards ever since its entry in service. The A320 Family's cockpit “front office” shares commonality with the other Airbus fly-by-wire aircraft.

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These tiny holes, also called breather holes, serve as a safety function, by making sure that the outer pane bears all the air pressure (the pressure inside the cabin is much higher than outside). This also ensures that in case the pressure difference becomes high enough, it is the outer pane that breaks off first.

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The reduced takeoff thrust procedure increases engine durability, lowers maintenance costs, and increases engine reliability. The airliners we have today are highly overpowered as they are designed to safely take off with one engine inoperative.

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