Airbus Drivers: Single-Engine Taxi 'n APUs

I think we've highlighted several different procedures give a similar aircraft. I would be very interested to see cost savings analysis between all the folks who have mentioned a different procedure here.


Here's a new question: what is your companies procedure for shutting down at the gate?
We'll leave the #1 running until we get ground power. Seems to work in the US. Outside, we'll use the APU during the entire turn. ~50 minutes-ish.
 
At my place we turn the APU on after landing, and then with 3-minute cool down, engine #2 off. Then at the gate, engine #1 off. Once external power hooked up, APU off.

We currently will lose all IFE with only one generator on the ground, and when that happens, it's a hard IFE shut down (the worst kind). Very bad the for the system.

So they are working on a mod that will allow one engine off, single generator operation for the IFE. Once that is complete, the new procedure will become that after landing, engine #2 off after 3 minute cool down, then go to gate, and then wait for external power and turn engine #1 off. No APU started after landing. But again, we need the mods first that allow IFE to run with one generator. Plus, there's also something about a certain firex bottle and discharge that has to do with only one engine generator, you lose a certain capability, so they have to mod that as well.
 
PeanuckleCRJ said:
It flew in so it'll fly out, right? :eek:
Click to expand...

No. Just mundane things that should be covered by a flow anytime there is a crew change, and then falls under a general preflight inspection criteria. Eg, radar off, recorder on, are two examples.

I've jumped on your 320s. I was shocked how long your normal checklist is. :eek:


Edit: after glancing at all 18 items, I do see some of those are in our checklist in other portions. But still, the checklist in general is way too long. Ours is one page, two columns.

No cruise checklist. It is silly to have a one-item climb checklist that says altimeters standard. Really? Any turboprop or jet through 18k in the terminal USA will pull standard 29.92"
 
Last edited:
Cherokee_Cruiser said:
No. Just mundane things that should be covered by a flow anytime there is a crew change, and then falls under a general preflight inspection criteria. Eg, radar off, recorder on, are two examples.

I've jumped on your 320s. I was shocked how long your normal checklist is. :eek:


Edit: after glancing at all 18 items, I do see some of those are in our checklist in other portions. But still, the checklist in general is way too long. Ours is one page, two columns.

No cruise checklist. It is silly to have a one-item climb checklist that says altimeters standard. Really? Any turboprop or jet through 18k in the terminal USA will pull standard 29.92"
Click to expand...

Most of the checklist is blank space to standardize it with the other fleets in placement on the page. Maddogs have a LOT of items...I bet fifi fits in the same footprint as yours.

We're an international airline... we have a climb checklist to be done at the transition altitude, whether it be 6000 or 19500. It's one item... whoopty doo. Why do you have a cruise checklist by the same token? The only fleet that has that here is the maddog due to some buffoonery a few years back.

DL is pretty light on checklists... if you want craziness, check out AA. That is a sight to behold....
 
PeanuckleCRJ said:
Most of the checklist is blank space to standardize it with the other fleets in placement on the page. Maddogs have a LOT of items...I bet fifi fits in the same footprint as yours.

We're an international airline... we have a climb checklist to be done at the transition altitude, whether it be 6000 or 19500. It's one item... whoopty doo. Why do you have a cruise checklist by the same token? The only fleet that has that here is the maddog due to some buffoonery a few years back.

DL is pretty light on checklists... if you want craziness, check out AA. That is a sight to behold....
Click to expand...

I'll give you that, good point about multiple fleets in the airline and for standardization. I guess I didn't think of it like that. I agree, coming off a different plane it would be nice if all checklists were the same in terms of naming and callouts for each phase.

We don't have a cruise checklist. In the air, we only have 3 checklists: After takeoff (done when flaps 0 called), Approach checklist (done through 18k on way down), and landing checklist (when calling flaps full/3).
 
Cherokee_Cruiser said:
We don't have a cruise checklist. In the air, we only have 3 checklists: After takeoff (done when flaps 0 called), Approach checklist (done through 18k on way down), and landing checklist (when calling flaps full/3).
Click to expand...
Let's see what your checklists look like after being in business after 80 years and several mergers.
 
Seggy said:
A) Some of the biggest ass holes I have ever met in aviation come from MSP.
B) The Avro Jet sucks
C) You live in Arizona
Click to expand...

A) You're from Jersey. Y'all can't pump gas, drive or manage to find a garbage can after you're done with your bad pizz… I mean "tomato pies"
B) Sure
C) You're damned right I do! You only live in the anus of Texas because of an airline base. Come on, admit it sweetie.

:)
 
Cherokee_Cruiser said:
No. Just mundane things that should be covered by a flow anytime there is a crew change, and then falls under a general preflight inspection criteria. Eg, radar off, recorder on, are two examples.

I've jumped on your 320s. I was shocked how long your normal checklist is. :eek:


Edit: after glancing at all 18 items, I do see some of those are in our checklist in other portions. But still, the checklist in general is way too long. Ours is one page, two columns.

No cruise checklist. It is silly to have a one-item climb checklist that says altimeters standard. Really? Any turboprop or jet through 18k in the terminal USA will pull standard 29.92"
Click to expand...

Nah, we fly international so your transition level and/or altitude are going to be varying numbers outside of the CONUS.

FL180 is NOT a universal standard for transition altitude/level (which are often different numbers) and is general a North American thing only.

On the checklist length, remember we fly everything from 717's to 747's and the checklist is a standard dimension and format.

Remember, some airlines do more than fly The Clampetts back and forth to vacation in Orlando.
 
We shut down #1 but still have two more [emoji41].
e07e8482df636b75e9c7d24637c28842.jpg
 
You must log in or register to reply here.
Back
Top