A320 One Engine Taxi Out
Join Date: Feb 2010
Location: At home
Age: 42
Posts: 106
Likes: 0
Received 0 Likes
on
0 Posts
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
So, PF is Pilot taxiing if the company procedure doesn't say different
Join Date: Feb 2010
Location: At home
Age: 42
Posts: 106
Likes: 0
Received 0 Likes
on
0 Posts
@ 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
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
Gender Faculty Specialist
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.
You said it's not a must it's a should. The sensible option isn't necessarily what the manufacturer suggests.
Join Date: Jul 2006
Location: Somewhere over the rainbow
Posts: 946
Likes: 0
Received 0 Likes
on
0 Posts
For Single engine taxi out in the FCOM they mention:
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.
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.
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.
Thanks.
Only half a speed-brake
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?
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?
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)
(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)
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.
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.
Join Date: Mar 2012
Location: Having a margarita on the beach
Posts: 2,423
Likes: 0
Received 0 Likes
on
0 Posts
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.