A320 One Engine Taxi Out

[Cak]

Pilot flying

[Chesty Morgan]

Not necessarily. If the FO is PF for the sector who's taxying if there's only one tiller?

[Cough]

How many A320's have a single tiller? I can think of many 737's in that config, but not the 'ickle Bus..

[Cak]

I don't think that any Airbus from 320 family has a single tiller, and there is not a single reference of it in the FCOM or FCTM. I have flown really old Airbuses even without Gps but every had double tiller.

So, PF is Pilot taxiing if the company procedure doesn't say different

[Chesty Morgan]

Ok, in which case PNT/F should be doing the switchery whilst PT/F drives.

[Cak]

@ Chesty Morgan

Are you even flying an Airbus or you are just telling your opinion on this matter?

And do you read the posts? I copied a part of Airbus FCTM in one of my previous posts (#17) and it is clearly stated who is doing what.

Another thing is how smart is it to do it like that and as far as I know, most of the companies have their own procedures for this

[Chesty Morgan]

I don't have to be flying an Airbus to know that you are likely to crash into something if you're looking inside starting an engine at the same time as taxying.

You said it's not a must it's a should. The sensible option isn't necessarily what the manufacturer suggests.

[pineteam]

For Single engine taxi out in the FCOM they mention:

For ENG 2 start, and when taxiing in a straight line:
Maintain taxi in a straight line during at least 5 seconds after selection of the ENG 2 master lever to ON, in order to ensure the PTU auto-test is completed.

What’s the deal with the taxi in a straight line tho? I understand setting the parking brake will inhibit the PTU auto-test but what’s the issue of starting during a turn? Does pressing the brake will affect the PTU auto-test?

Thanks.

[FlightDetent]

IIRC the old text explained the straight taxi requirement was to avoid brake / NWS jerk during elec transient as the other engine GEN comes online.

Perhaps the additional hyd load from NWS command and likely braking during the PTU test could invalidate the results.

Smells like an in-service event avoidance SOP. PTU fault during taxi,.... thank you but no, thank you. ☺️

All speculation, with Y Elec running why should there be trouble?

[Roj approved]

Y ELEC PUMP.........OFF

(The PTU will run if the difference between G and Y is >500psi)

APU Bleed ....ON

wait 10 secs

ENG 2.......Start

Could it be because the Y Elec Pump has been off for >10secs, there is a possibility of a drop in Y HYD PX, and then the PTU Auto test, you could get a further drop in Y HYD Px and therefore not having enough HYD Px to guarantee the NWS needs?

That's all I can think of? (We don't do this, and very rarely do OE Taxi IN, so I'm just guessing)

[Vessbot]

6 years ago a poster got caught in a loop of handing over controls and PF/PM re-designation - are they still in it? ​​​​

[oceancrosser]

Sounds simple...
During preflight the Captain decides whether he will be the PF or PM for the sector or whether the F/O will be PM or PF.
In case of One Engine Taxi Out (OETD), the PF will be the PT and the PM will be the PNT.
Once the dead engine is supposed to be started, the PT, as the PF will become the PNT and starts the engine, while the PNT takes over as PT.
Once the engine has been started the PNT becomes the PT again, and the PT reverts to being PNT, until at takeoff when the PT becomes PF and the PNT becomes PM.

There should be no confusion about this.

Coupled with a certain Big Airlines pilot switching roles this becomes interesting.

Now lets try to fit CM1 and CM2 into this

Caveat: Not an Airbus pilot.

[sonicbum]

On the Airbus the PF is taxing and the PM starts the remaining engine autonomously. In my outfit the single engine taxi-in/out stopped being a supplementary procedure several years ago and just became sop given the amount of usage. I believe it is the same with the vast majority of A320 operators at least in EASA land.