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Double chocks should be positioned approx 2 inches forward and aft of the nose wheel. Main wheels must also be chocked if wind or ramp slope conditions require and/or if single type chocks only are used on the nose wheel. Be aware that the parking brake efficiency is significantly reduced if ACCU PRESS falls below 1500 psi (amber sector).
EXTERIOR INSPECTION
The objective of the exterior inspection it to get a global assessment of the aircraft status. Any missing parts or panels should be checked against the CDL for possible dispatch and operational consequences. Ensure that the main aircraft control surfaces are in the correct position relative to cockpit control selection and that there is n o evidence of fuel, oil or hydraulic leaks.
Check the status of essential visible sensors; e.g. AOA, pitot and static probes. Check the landing gear status; e.g. wheel/tyre condition, safety pins removed, brake wear, and oleo extension.
Check engine condition; e.g. fan blades, turbine exhaust, engine cowl and pylon status. Check all access panels are closed.
FCOM 3.03.05 refers
COCKPIT TO GROUND COMMUNICATION
It is essential that good communication is established with the ground personnel prior to engine start or pushback. It is important that standard terminology is used to avoid confusion and ensure safety.
To attract the attention of the ground mechanic from the flight deck, use the "Mech Call" pb. To speak to the mechanic, use either the "INT" key on the ACP when wearing headsets or the "INT" pb on the ACP and the hand-mike. Establish communication with the mechanic before commencing any action that may compromise safety, e.g. powering a hydraulic circuit.
Vol 2 Pt 2 refers.
Pre-start
FCTM REV 1 (6 JUN 05)
PUSHBACK
During this potentially hazardous phase of the operation, the NPs should be strictly followed to minimise the possibility of injury to ground personnel or damage to the aircraft/ground equipment. Consequently, ATC clearance should neither be requested nor copied during pushback.
Once the doors are closed and ATC clearance has been obtained, the START checklist should be completed and the PF can order the pushback. Prior to aircraft movement, the PF should ensure that the nosewheel steering is disconnected by checking the ECAM memo. Engines may be started during pushback in accordance with local regulations. Ground personnel should be on the headset throughout the pushback to communicate any possible safety hazards.
BACKING WITH REVERSE THRUST
Backing, or assisting pushback, with reverse thrust is prohibited.
Reverse.side.blank
INTENTIONALLY
BLANK
Start
FCTM REV.1.(6.JUN.05)
ENGINE.START
The thrust levers must be confirmed at idle prior to engine start. If the thrust levers are not at idle, the thrust will increase above idle after start, creating a potentially hazardous situation. However, an ECAM caution ENG START FAULT prompts.the.PF.to.set.the.thrust.levers.to.idle.
The normal method of starting the engines is through the auto-start system, controlled by the FADECs. Selecting the Engine Start Selector to “START” energises the FADECs and the start sequence is initiated by selecting the Engine Master switch to “ON”. Pilots should monitor the start sequence, however the FADEC controls the engine start and takes appropriate action should engine parameters be exceeded. Should a start malfunction occur, the ECAM should be handled in the normal manner in order to avoid possibly interrupting a FADEC controlled sequence, e.g. instinctively selecting the master switch to “OFF” whilst the engine is being motored following a hot start. For this reason, the PF should remove.his.hand.from.the.master.switch.during.an.auto-start.on.the.ground.
The next engine start sequence should be initiated once engine parameters have.stabilised.and.AVAIL.is.displayed.for.the.engine.on.the.EW/D.
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