The thrust reverser mechanisms on commercial aircraft engines don’t appear provide much of a forward velocity component to the exhaust plume; depending on what aircraft you’re looking at, the exhaust angle appears to be somewhere around 60 degrees from straight forward, meaning that the engine could at most provide a reverse thrust of around 50% of its forward thrust (cos(60deg)=0.5). Also, on high-bypass turbofans like those on the A320, it’s not clear that the engine’s main exhaust is being redirected by the reverser; it appears that the reversers are only redirecting the bypass air. I understand the lion’s share of thrust comes from the bypass air, but if reverse thrust is already being limited by the angle of the redirect, then I’m wondering just how much reverse thrust is typically available.
So there’s one question: if an engine provides X pounds of forward thrust, what percentage of X is generally available as reverse thrust?
The other question: can the reversers be deployed while the engines are already operating at full thrust? For example, in a rejected takeoff, can the pilot just deploy the reversers without idling the engines first, or does he have to idle, deploy reversers, and then power up?