Taxi
FCTM REV 1 (6 JUN 05)
PRIOR TO BRAKE RELEASE
The Park Brake shall not be released until:
.
Ground crew "thumbs up" signal has been received indicating all personnel and equipment are clear.
.
Following a pushback, the NWS pin has been sighted.
.
ATC taxi clearance has been received.
.
The NOSE light is set to TAXI.
.
Both pilots have visually confirmed and cross-checked, no obstructions in the taxi path.
BRAKE CHECK
When cleared to taxi select the Park Brake to "OFF". Check the brake triple indicator to ensure that the brake pressure drops to zero, indicating a successful changeover to the normal braking system. Once the aircraft starts moving, prove the efficiency of the normal braking system by gently pressing the brake pedals and checking that the aircraft slows down. The brake pressure should remain near zero on the brake triple indicator.
(A346: If the brake pedals are pressed before releasing the park brake, the alternate braking mode remains active and the brake triple indicator will continue to display blue system pressure. When the brake pedals are released, normal braking mode resumes and the brake triple indicator should then read near zero.)
THRUST USE
To begin taxi, release the brakes and, if required, smoothly increase thrust to the minimum required for the aircraft to roll forward. If thrust above idle is required to achieve taxi speed, be aware that engines are slow to accelerate from ground idle and allow time for aircraft response before increasing thrust further. Engine noise level in the flight deck is low and not indicative of engine thrust. Excessive thrust application may result in exhaust blast damage or foreign object ingestion (FOD). Thrust should normally be used symmetrically.
FLIGHT.CONTROL.CHECK
At a convenient stage, prior to or during taxi, but before arming the autobrake, the PF announces "Flight Control Check" and applies full longitudinal and lateral sidestick deflection. On the F/CTL page, the PNF checks and calls full deflection and correct sense of movement of elevators and ailerons and correct extension and retraction of spoilers. As each full travel/neutral position is reached, the PNF announces:
. "Full.up,.full.down,.neutral". . "Full.left,.full.right,.neutral".
The PF then presses the PEDAL DISC pb on the steering handwheel and applies full left and full right rudder and then returns the rudder to neutral. As each.full.deflection/neutral.position.is.reached,.the.PNF.responds:
. "Full.left,.full.right,.neutral".
Full control input must be held for sufficient time for full travel to be reached and indicated.on.F/CTL.page.
The PNF then repeats the same procedure for the sidestick only, whilst monitoring.the.F/CTL.page..On.completion,.the.PNF.calls.“Neutral”.
The PF then checks the F/CTL page to confirm the correct position of all flight controls and that the pitch trim indication is in close agreement with the actual THS.setting..On.completion,.the.PF.calls.“Check”.
Taxi
FCTM REV 1 (6 JUN 05)
STEERING
The nosewheel steering system is "fly-by-wire" with no mechanical connection between the steering handwheel and the nosewheel. The relationship between steering handwheel deflection and nosewheel angle is non-linear and the steering handwheel forces are light and independent of deflection. Anticipation is required when entering or exiting a turn. Make a smooth input on the steering handwheel and hold that input for sufficient time to assess the outcome. If required, any correction should be smooth and progressive, as being over-active on the steering handwheel will induce uncomfortable oscillations.
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