Reversers Use A320

Presented by:
Michel DOCUS
Group Manager A320 Family Operational
Standards
Airbus policy on selection of thrust reversers

Following reverser failures
Contents
1 Background
2 Reverse thrust selection policy
3 Reminder on operational impacts
4 Training recommendations
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
5 Conclusion
16th Performance and Operations conference May 2009 Page 2

Contents
1 Background
5 Conclusion

Background
• Runway excursion events at landing

due to mishandling of thrust levers, following , for instance, a dispatch
with one thrust reverser deactivated
• Two main types of mishandling after touchdown:

Both thrust levers in REV, OR
One thrust lever remains in CLB
then one to CLB or TOGA
(Single Aisle thrust levers)
For both scenarios : potential runway excursion

Background
• MMEL with reverser deactivated:
Before April 2006 :
 Recommended NOT to select reverse thrust
on affected engine
 Since April 2006:

For A320 family/A330/A340/A380
Simplification of MMEL- procedure:
Select ALL reversers, unless all reversers deactivated
Since April 2006: For A320 Family aircraft
Since June 2006: Extended to all Airbus aircraft types
Symmetric selection of thrust reverser levers

Background
• MMEL with reverser deactivated (cont’d):
 Since April 2006:
For A310/A300/600/B2/B4
Simplification of MMEL- procedure:
Select First ALL reversers to Idle, then MAX REV only
on the operative side
Since April 2006: For A320 Family aircraft
Since June 2006: Extended to all Airbus aircraft types
(Due to failure cases* where the thrust lever cannot move beyond REV
IDLE )
*:Depends on Aircraft type

Background
Today’s presentation: Recall of the Airbus policy,

including in-flight failure impacting reverser status
for A320 Family/A330/A340/A380 *
ENG REVERSE UNLOCKED
A320 ENG FAIL
examples HYD G+B SYS LO PR
ELEC DC BUS 1+2 FAULT
* : Most of the examples are A320 examples, but principle also valid for LR and A380

Background
• For A300/A310/A300-600:
Specific presentation during the dedicated
A300/A310/A300-600 session :
“Landing Procedure Enhancement “

Contents
1 Background
5 Conclusion

Reverser Selection Policy
• A simple and common policy

Same procedure for
– MMEL dispatch, and
– In-flight failures
Same procedure for Rejected Take Off (RTO) and for landing
 Airbus general recommendation is:

All reversers inoperative and/or de-activated:
Do NOT select thrust reversers
At least one reverser operative:

Select ALL thrust reversers
 Always symmetric selection of thrust reverser levers
All reversers inoperative and/or de-activated:

Do NOT select thrust reversers
 Common sense: no benefit of selecting the reversers

 Be prepared (dedicated briefing for RTO)
 Retard thrust levers to Idle
 Importance of arming the ground spoilers
– To ensure extension of ground spoilers and autobrake activation
At least one reverser operative:

Select ALL thrust reversers

Procedure consistent with Standard Operating Procedure

• Today : MMEL exception for A320 Family with CFM and IAE
– MEL dispatch : ENG x REV deactivated
IF AND
– Then in flight on the same engine: ENG x REVERSE UNLOCKED
caution
Do NOT select thrust reverser
On the affected engine at landing
 APPROACH BRIEFING: Apply MMEL (o) procedure

• But Tomorrow…

• ...MMEL update to cancel these exceptions for CFM and IAE

– Following latest results from CFM and IAE
Dispatch with one select ALL thrust

Reverser deactivated reversers

• FCTM revision in 2008 (SA/LR:July 2008 ; A380:October 2008)

recommendation on the reverser selection when reverser(s) is inoperative
(covering in-flight failures and MEL dispatch)

Contents
1 Background
5 Conclusion

Reminder on operational impacts
• What are the operational consequences if you select all reversers

while one reverser is inoperative ?
 Reminder of operational impacts:

1 - ECAM effect at reverser selection
2 - Landing distance impacted
3 - Lateral control considerations
4 - Maintenance action or MEL entry for next flight

1 - ECAM effect at reverser selection
– “ENG x REV FAULT” alert may appear

ENG 2 REV FAULT
As reminder only, no further action required
– No green “REV” indication

(amber or no indication)
Callout “NO REVERSE ENGINE x”

2 - Landing distance impacted

Apply the landing distance factor provided in the QRH
50ft
Refer to : “APPROACH WITH FAILURES” - OLM 2008

« LANDING DISTANCE WITH FAILURES » - PARIS 2009

Session 9 A320 Family/A330/A340
Landing Distance with failures
New Landing Distance Factors

3 – Be prepared for lateral control
– Apply the usual FCTM and FCOM-SOP techniques for lateral

control:
FCOM – SOP:
– Crosswind limitations for automatic rollout (depending on aircraft

type) remain applicable:
Example : A320 FCOM 3.01.22:

4 - Maintenance action or MMEL entry for next flight


Contents
1 Background
5 Conclusion

Training recommendations
• BRIEFING:
Highlight importance of briefing: Focus the unusual => not a
litany
– Review the reversers status
– Brief the thrust reverser selection and associated display
Guidelines for Flight Crew Training Centers

In case of One reverser inoperative:

Training recommendations
• TRAINING :
FOT (10 Oct 2007): “Training recommendation on Dispatch with One
Thrust Reverser Deactivated” :
– Airbus recommends to reinforce flight crew training (initial and recurrent)
for situations of dispatch with one thrust reverser deactivated and/or
for situations with failure leading to inoperative thrust reverser.

Contents
1 Background
5 Conclusion

Conclusion
Airbus wants to PROMOTE SYMMETRIC USE of the thrust

levers on A320 Family/A330/A340/A380 to avoid risk of
runway excursions
WHEN AT LEAST ONE
REVERSER
Select ALL thrust
OPERATIVE reversers
 TRAINING and CREW BRIEFING are KEY FACTORS

for correct thrust lever management in unusual situations.

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What is Airbus' policy on thrust reverser selection?

What is Airbus' policy on thrust reverser selection?

What recommendations does Airbus provide for training?

What recommendations does Airbus provide for training?

Presented by:

Airbus policy on selection of thrust reversers

2 Reverse thrust selection policy

3 Reminder on operational impacts

16th Performance and Operations conference May 2009 Page 2

2 Reverse thrust selection policy

3 Reminder on operational impacts

16th Performance and Operations conference May 2009 Page 3

• Runway excursion events at landing

• Two main types of mishandling after touchdown:

(Single Aisle thrust levers)

For both scenarios : potential runway excursion

 Since April 2006:

Since June 2006: Extended to all Airbus aircraft types

Symmetric selection of thrust reverser levers

 Since April 2006:

Since June 2006: Extended to all Airbus aircraft types

16th Performance and Operations conference May 2009 Page 6

Today’s presentation: Recall of the Airbus policy,

16th Performance and Operations conference May 2009 Page 7

16th Performance and Operations conference May 2009 Page 8

2 Reverse thrust selection policy

3 Reminder on operational impacts

16th Performance and Operations conference May 2009 Page 9

• A simple and common policy

 Airbus general recommendation is:

At least one reverser operative:

All reversers inoperative and/or de-activated:

 Common sense: no benefit of selecting the reversers

At least one reverser operative:

Select ALL thrust reversers

16th Performance and Operations conference May 2009 Page 11

 APPROACH BRIEFING: Apply MMEL (o) procedure

16th Performance and Operations conference May 2009 Page 12

• ...MMEL update to cancel these exceptions for CFM and IAE

Dispatch with one select ALL thrust

16th Performance and Operations conference May 2009 Page 13

• FCTM revision in 2008 (SA/LR:July 2008 ; A380:October 2008)

16th Performance and Operations conference May 2009 Page 14

2 Reverse thrust selection policy

3 Reminder on operational impacts

16th Performance and Operations conference May 2009 Page 15

• What are the operational consequences if you select all reversers

 Reminder of operational impacts:

16th Performance and Operations conference May 2009 Page 16

1 - ECAM effect at reverser selection

– “ENG x REV FAULT” alert may appear

– No green “REV” indication

16th Performance and Operations conference May 2009 Page 17

2 - Landing distance impacted

Refer to : “APPROACH WITH FAILURES” - OLM 2008

« LANDING DISTANCE WITH FAILURES » - PARIS 2009

16th Performance and Operations conference May 2009 Page 18

3 – Be prepared for lateral control

– Apply the usual FCTM and FCOM-SOP techniques for lateral

– Crosswind limitations for automatic rollout (depending on aircraft