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US Airways Airbus A319, A320, A321 Notes
83
Taxi
It is Captains discretion as to when visibility is good enough to taxi. (FOM 5.5.6)
No more than 40% N1 for breakaway thrust without clearance. (PH 18.2.3)
Max taxi speed on straightaway – 30 kts.
Max taxi speed on turns approx. 10 kts.
Minimum pavement width for 180° turn: 100’ (A321 105’)
Ensure at least 5 minutes for engine warm up after engine start before applying
takeoff thrust for first flight of day. Plan for 5 minutes and allow at least 3 minutes
for subsequent flights for that day. (PH 18.3.2, 3.7, 3.15)
During taxi in icing conditions longer than 30 mins. run-up engines to approx.
70% N1 for at least 30 secs. to shed fan ice (PH 3.6).
Note: Do not exceed 75% N1 for CFM A319, A320, 70% for CFM A321 and
1.18 EPR IAE A319, A320 on both engines with parking brake ON (PH 1.8.2).
Airbus Gotcha: If you do not get the Flight Control page on ECAM when you
do the Flight Control check you need to turn off the Engine Mode switch from
IGN/START to NORM. Next time try to remember your After Start flow!
Single Engine Taxi (PH 2c.3.9) – Single engine taxi is at Captain’s discretion with
factors such as weight, ramp condition, passenger comfort, etc. Allow 5 minute
warm up for first flight of day, 3 minutes on subsequent flights within 1 ½ hrs of
prior engine shutdown. Allow 3 minutes (may be reduced to 1 minute for
operational reasons) for engine cool down on taxi in (PH 2b.11.6, 2h.4.3).
For Single Engine Taxi:
Yellow Electric Pump ON and Yellow Accumulator pressure in green.
Engine 1 will normally be used during single engine taxi.
Make no braking or steering inputs during engine starts or when engine
generator brought online. This will avoid BSCU computer problems during
electrical power shifts.
Use APU if available on taxi out.
APU is normally used for starting second engine as it is more fuel efficient than a
crossbleed start. However, if APU or APU bleed is not available single engine
taxi may still be used and crossbleed procedures used for second engine start.
Therefore APU is to be used if available during single engine taxi out. If APU
bleed is being used during single engine taxi then select X-BLEED AUTO, if APU
bleed off then select X-BLEED OPEN. Normally APU is not used during taxi in.
US Airways Airbus A319, A320, A321 Notes
84
Takeoff
Make your flight instructor happy!: When setting power for takeoff, the thrust
levers should be set to 50% on the TLA (doughnut) and once both engines
stabilize at 50% then position both levers to FLEX or TOGA. Make an initial
setting on the thrust levers and then adjust on the TLA to 50%.
Note: Allow at least 5 minutes for engine warm up before applying takeoff thrust
for first flight of day. After first flight of day use a minimum of 3 mins. warm up if
engine is shut down 1 ½ hrs. or less. (PH 2b.11.6)
Do not use aileron into the wind during a crosswind (PH 2d.2.5). During a takeoff
with crosswind component exceeding 20 kts. or tailwind (PH 2d.2.5) apply full
forward sidestick to be taken out by 80 to 100 kts. During all normal takeoffs use
half forward sidestick pressure until 80 to 100 kts. (PH2d.1.3) Ensure the aileron
is neutralized by looking at the “control pointer cross” on the PFD or relax the
sidestick to center during the takeoff roll. This will ensure that you do not have
any roll in the initial rotation and liftoff. During crosswind takeoff let engines
stabilize at 50% then increase to 70% N1 and stabilize, then increase to FLEX or
TOGA by 40 kts. ground speed. Slowly release any rudder being held during
crosswind takeoff during the rotation.
Airbus Gotcha: It is possible for the F/O to occasionally enter the wrong W&B
data. An easy way for both the Capt. and F/O to double-check their work is to
look at the Gross Weight shown in the bottom right hand corner of the SD after
engine start and W&B is entered. This number should be very close to the Ramp
weight shown on the W&B printout and similar to the TPS numbers. If you
manage to still takeoff with the wrong gross weight entered, you will eventually
get a gross weight mismatch error message once the aircraft has computed its
in-flight weight. To correct this just enter the proper weight in the PROG page
after subtracting the current fuel used from the original Ramp weight.
Airbus Gotcha: If on taxi out you do not have the V speeds showing in your
PFD (after entry in MCDU), make sure that your Flight Director is turned on.
On takeoff, PF should have the F-PLN page, PM the PERF-TAKEOFF page
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