A320 one engine taxi.
 

Hello, could someone please tell me what the task sharing looks like on the one engine taxi procedure.
No one here seems to know who does what.
I know that supplementary procedures are PM read and do, but the ones related to engine start are PF.

"Noone here seems to know who does what"...


Yikes.

In our company, MD83, its PM read and do with PF confirmation before shutting engine down.

Are you asking about OETA? it is fairly straight forward. Complete the after landing checklist , wait 3 mins for engine cooldown and then PM turns Engine Master2 off (Confirmation required) and Yellow elec HYD pump on

'Round these parts it's pump first, engine second, but carry on...

Our company advises not to have the EDP and the elec pump both running at the same time.

Interesting question

My concerns is where does it say 3 mins after cool down ?

I know it says Not less than 3 min after high thrust operations, and when taxiing in a straight line.

In our FCTM, it says idle reverse is not considered high thrust, so when would you say 3 mins starts. After touch down if idle reverse was used.

Where else does this 3 minutes figure appear.

A320 one engine taxi.
 

3 min after n1 less than 45% for cfm56

Apologies, I meant to specify one engine taxi out, where several switches are actioned.

Where I came from the captain drives the bus on the ground and FO does everything else. We shut it down soon after clearing t he runway because flying final isn't a high thrust situation if you do it right.

It is on the green operating procedures, and is read before the first engine is started, it is the PF who starts the first engine, but who executes the rest of the items before the parking brake is released, ignition normal, apu bleed off, crossbleed open, yellow electric pump on etc..

PF starts first engine, sets mode selector to normal and turns APU bleed off. PM then switches yellow electric pump on and completes the after start flow.

ENG 2 start is supplementary procedure by PM with confirmation ONLY required for the engine master switch. PF should be concentrating entirely on driving the aircraft. Even if PM gets the procedure entirely wrong they won't harm anyone or damage anything provided they don't operate a guarded switch.

After engine 2 start normal procedures resume. Not difficult...

Since you asked so nicely:
http://i62.tinypic.com/ws34b5.png

cheers,
FD.

Much appreciated. That's not our procedure.

Do you have an idea, why do your "parts" think differently than Airbus?

IIRC about 5 years ago the FCOM changed to what you say, then back again after some time. I cannot remember neither of the explanations, if I ever had seen them.

regards,
FD.

No idea, I just do as they tell me to. I noticed the part from the FCOM you quote uses the words "...the crew MAY use the following procedure..." rather than MUST, so I guess that leaves operators some freedom to choose.

You forgot the PTU
 

APU ................................................ START
DOG............... ................................ AWAKE
ENG 2.............................................. SHUT DOWN
DOG................................................ BARK (push 5x)
DOG................................................ ASLEEP

Ain't THAT the truth! That's why I wait until engine one gets below 8% N2 at the gate before turning the Yellow electric pump off.

Same here, like they say "to avoid running the PTU".

FD.

I was told that we shut down first to stop the yellow pump having an electrical transit on the motor every time.