A320 SE Taxi and 2nd Start
Thread Starter
Join Date: May 2000
Location: Florida
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
A320 SE Taxi and 2nd Start
Our FCOM warns against applying brakes during the second engine start while single-engine taxiing. There is no explanation given.
Is this an old caution for the older BSCU's? Can anyone explain why this is a valid caution?
Cheers!
AKAAB
Is this an old caution for the older BSCU's? Can anyone explain why this is a valid caution?
Cheers!
AKAAB
Moderator
Join Date: Apr 1998
Location: err, *******, we have a problem
Age: 58
Posts: 1,335
Likes: 0
Received 0 Likes
on
0 Posts
I would guess it is to do with the PTU... as the PTU senses the rise in the new operating engine hydraulic system pressure it will disengage, and at the point of disengagement there MAY not be full hydraulic system pressure available for brakes for a brief perid of time. I think, anyway, just an educated guess... we certainly don't apply any brakes on shutting one engine down taxying in; in that case if the PTU didn't kick in then brakes would be on the secondary system.
Don't understand the SOP of taxying out on one engine, though, but mine is not to reason why....
Squid
Don't understand the SOP of taxying out on one engine, though, but mine is not to reason why....
Squid
Thread Starter
Join Date: May 2000
Location: Florida
Posts: 93
Likes: 0
Received 0 Likes
on
0 Posts
It comes down to managing fuel costs. 30-40 mins taxi time on one engine versus two can save a lot of fuel costs. With the US airline industry bleeding cash it's a simple way to safely cut some costs.
The yellow electric pump is ON during single engine taxiing (#1 engine running) - so the PTU theory might not apply since the yellow system is already at normal hyd pressure.
The yellow electric pump is ON during single engine taxiing (#1 engine running) - so the PTU theory might not apply since the yellow system is already at normal hyd pressure.
