A320 One Engine Taxi Out
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A320 One Engine Taxi Out
I'll try again, there is ambiguity in who performs which actions after starting engine one.
is it specified anywhere? this is not a supplementary technique.
by common sense I think the PF should switch engine mode selector to normal and APU BLEED OFF, then PM the rest.
I'd like to hear your thoughts, thanks.
is it specified anywhere? this is not a supplementary technique.
by common sense I think the PF should switch engine mode selector to normal and APU BLEED OFF, then PM the rest.
I'd like to hear your thoughts, thanks.
The answer is however your airline tells you to do it. When I was flying the 320 the captain looked outside and drove the bus while the FO did everything else. Not all operators do it that way.
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After engine one start, for us, the PF puts the ENG MODE sel to norm, bleed OFF and Y Elec ON.
Then for start up the PM does all the switching for the engine start. PF looks outside other than confirming the master switch.
Then for start up the PM does all the switching for the engine start. PF looks outside other than confirming the master switch.
Only half a speed-brake
I am not used to OETD at all, and I would be thinking otherwise - support button for PM. Along the lines of TASK SHARING for ABN(!): "The Pilot Not Flying (PNF), is responsible for: ... Performing required actions, or actions requested by the PF, if applicable ... "
On the other hand your way (and ES too) has a nice rythm to it. Instead of two pb's for APU pilot would press Y ELEC HYD and APU bleed - still two moves.
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For those unaware, for quite some time Airbus provides operators with manuals in a XML format, along with a software suite (ADOC and FODM). This means that the Flt Ops engineer(s) are able to edit the content before creating the pdf files or EFB dataloads. The result is 100% factory look-and-feel document, including all the revision notes. What gets layed over the original Airbus texts is at mercy and wisdom of the operator.
cheers, FD.
On the other hand your way (and ES too) has a nice rythm to it. Instead of two pb's for APU pilot would press Y ELEC HYD and APU bleed - still two moves.
---
For those unaware, for quite some time Airbus provides operators with manuals in a XML format, along with a software suite (ADOC and FODM). This means that the Flt Ops engineer(s) are able to edit the content before creating the pdf files or EFB dataloads. The result is 100% factory look-and-feel document, including all the revision notes. What gets layed over the original Airbus texts is at mercy and wisdom of the operator.
cheers, FD.
Last edited by FlightDetent; 24th Oct 2015 at 22:43. Reason: attempt to clarify
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In our airline, after start (if no OETD) then the APU is switched off by the PF.
So, Why wouldn't the PF put the Bleed Off or the Yellow Pump on after engine start?
To have two different people on the overhead panel at the same time would be illogical IMO.
So, Why wouldn't the PF put the Bleed Off or the Yellow Pump on after engine start?
To have two different people on the overhead panel at the same time would be illogical IMO.
Only half a speed-brake
Lost in translation. I ment to say that the procedure you have is neatly designed so that the flow resembles normal SOP.
Instead of pressing APU bleed + APU master, PF would go for APU bleed + Y ELEC. So there are still two actions performed on the OVHD.
cheers, FD.
Instead of pressing APU bleed + APU master, PF would go for APU bleed + Y ELEC. So there are still two actions performed on the OVHD.
cheers, FD.
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Seemed fairly obvious to me.
PF is responsible for engine start, which is why the PF after-start flow is engine mode selector, APU, and engine anti-ice. That's it. Their job is to start the engines and monitor the push.
The yellow pump has nothing to do with the engine start, which is why it's PM's job to turn it on.
PF is responsible for engine start, which is why the PF after-start flow is engine mode selector, APU, and engine anti-ice. That's it. Their job is to start the engines and monitor the push.
The yellow pump has nothing to do with the engine start, which is why it's PM's job to turn it on.
EcamSuprise - you and I are at the same outfit. Where does it say PF confirms the master during OETD start? I do it as I think it is sensible, but I have never found it stated anywhere as a requirement. Thanks.
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@C172Navigator
It's in our OMB now. I'll PM you the reference.
It's specfically about OETD and says how PM should move / announce switches WITH confirmation (when required) and also WITH a commentary.
Do you remember the event in BCN which stopped the runway crossings for a while? Good reason why confirming is a good idea, as you say!
It's in our OMB now. I'll PM you the reference.
It's specfically about OETD and says how PM should move / announce switches WITH confirmation (when required) and also WITH a commentary.
Do you remember the event in BCN which stopped the runway crossings for a while? Good reason why confirming is a good idea, as you say!
Last edited by EcamSurprise; 30th Oct 2015 at 23:12.
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If you follow strictly Airbus procedures then it should be done by PF as I understand it.
It is a Supplementary procedure and according to FCTM, every SUP PROC is Read and Do Proc and every SUP PROC regarding engine start should be done by PF
It is a Supplementary procedure and according to FCTM, every SUP PROC is Read and Do Proc and every SUP PROC regarding engine start should be done by PF
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Ok so we TAXI out.
You say PF needs to start the engine during taxi.
So he hands over control to PM.
PM now becomes PF.
The new PF now has to hand control back over to the new PM.
And so on and so on..
I can see that going back and forth for a while..
Why on earth would you want the guy who is taxiing and supposed to be looking outside, starting an engine?
You say PF needs to start the engine during taxi.
So he hands over control to PM.
PM now becomes PF.
The new PF now has to hand control back over to the new PM.
And so on and so on..
I can see that going back and forth for a while..
Why on earth would you want the guy who is taxiing and supposed to be looking outside, starting an engine?
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I am not saying that it's good or smart, I am just saying what is RECOMMENDED in the FCTM, so it means that it's not a MUST but SHOULD 
For Supplementary Procedures the tasksharing should be:
• If the procedure is related to engine start, it is recommended to read the entire procedure first and
then:
‐ The PM reads the actions, and
‐ The PF acts on commands.
• Otherwise, the procedure is considered as read and do and is performed by the PM.
For Supplementary Procedures the tasksharing should be:
• If the procedure is related to engine start, it is recommended to read the entire procedure first and
then:
‐ The PM reads the actions, and
‐ The PF acts on commands.
• Otherwise, the procedure is considered as read and do and is performed by the PM.
Gender Faculty Specialist
I think you lot need to differentiate between PF and PT.
PT could be either PF or PM for the sector. So PNT should be doing the engine start.
PT could be either PF or PM for the sector. So PNT should be doing the engine start.
