Some points for clarification/confirmation please – non A320 driver. Following-on from the accident reported in #284 – asymmetric reverse.
I assume that reverse is selected by reward movement of the thrust levers; reverse activates in combination with the lever position and suitable ‘on ground’ / engine speed interlocks.
Does the spoiler deployment use the same ‘on ground’ interlock; is this interlock a function of weight on wheels, or wheel spin up, or both?
What are the crew procedures for selecting reverse with one reverser inoperative; what prevents inadvertent deployment of the inoperative system if the crew pull both levers rearwards (by habit)? Do they only move one lever by crew drill, or is the rev system isolated (locked out) elect/mech?
Re hydroplaning speed, inserting pressures of 130-150psi into the chart given in the ref at post #205, there could be a wide range of possible speeds depending on tyre type, e.g. 95-110kt at 150psi or 90-105 kt at 130psi.