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apply the clearance, the FCU HDG knob should be pulled. Once cleared to resume the SID, a HDG
adjustment may be necessary to intercept the desired track for NAV capture.
TAXI WITH ONE ENGINE SHUTDOWN
Applicable to: , , , , , , , , , , , , , ,
, , , , ,
Brake life and fuel savings may govern company policy on permitting aircraft to taxi with one engine
shut down.
However, if taxiing out with one engine shutdown, the flight crew should be aware of the following:
• It is recommended to retain the use of Engine 1 during taxi to maintain the accumulator pressure
of the blue hydraulic system.
• If taxi is performed with Engine 2, the flight crew should check the accumulator pressure of the
blue hydraulic system.
• Slow or tight turns in the direction of the operating engine may not be possible at high Gross
Weights.
• It is not possible for ground personnel to protect the engine against fire, when the aircraft moves
away from the ramp.
• The remaining engines should be started with sufficient time for engine warm-up before takeoff
• Any faults encountered during, or after, starting the remaining engine may require a return to the
gate for maintenance. This could result in an additional departure delay.
• Taxi with one engine shut down may require higher thrust than usual. Caution must, therefore, be
exercised to avoid excessive jet-blast and the risk of Foreign Object Damage (FOD).
• It is recommended that the flight crew use the APU. However, APU bleed should be switched off,
in order to avoid ingestion of exhaust gases by the air conditioning system.
TAXI WITH TWO ENGINES SHUTDOWN
Applicable to: , , , , , , , , , , , ,
Brake life and fuel savings may govern company policy on permitting aircraft to taxi with engines shut
down.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
TAXI
A330/A340 FLEET NO-040 P 8/10
FCTM 17 JUN 09
However, if taxiing out with two engines shut down, the flight crew should be aware of the following:
• It is recommended to retain the use of Engines 1 and 4 during taxi to maintain the green hydraulic
system for normal braking and NWS.
• Operational reasons may require taxiing on inner engines (e.g. narrow taxiways where unpaved
sideways may increase the FOD risk). The inner engines do not pressurize the green hydraulic
system. Therefore, the flight crew should set the green electrical pump to ON. The hydraulic
power delivered by the green electrical pump is limited, and therefore the flight crew must not
extend/retract flaps/slats during taxi.
• It is not possible for ground personnel to protect the engine against fire, when the aircraft moves
away from the ramp.
• The remaining engines should be started with sufficient time for engine warm-up before takeoff.
• Any faults encountered during, or after, starting the remaining engine may require a return to the
gate for maintenance. This could result in an additional departure delay.
• Taxi with two engines shut down may require higher thrust than usual. Caution must, therefore, be
exercised to avoid excessive jet-blast and the risk of Foreign Object Damage (FOD).
• It is recommended that the flight crew use the APU. However, APU bleed should be switched off,
in order to avoid ingestion of exhaust gases by the air conditioning system.
MISCELLANEOUS
Applicable to: ALL
STROBE LIGHT
When the STROBE lights are set to AUTO, they come on automatically when the aircraft is
airborne. The ON position can be used to turn on the lights on ground for crossing, backtracking or
entering a runway.
PACKS
If takeoff must be completed without air bleed from the engines (for performance reasons), but air
conditioning is desired, then APU bleed may be used with the packs set to ON. This will maintain
the engine performance level, and passenger comfort. In the event of an APU auto-shutdown
during takeoff, engine thrust is frozen until the thrust is manually-reduced. The packs revert to
engine bleed that causes an increase of EGT, in order to maintain N1/EPR.
If the takeoff is performed with one pack unserviceable, the procedure states to set the failed
pack to OFF. The takeoff may be performed with the other pack ON (if performances permit)
with TOGA or FLEX thrust, the pack being supplied by the onside bleed. In this asymmetric
bleed configuration, the N1 takeoff value is limited to the value corresponding to the bleed ON
configuration and takeoff performance must be computed accordingly.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
TAXI
A330/A340 FLEET NO-040 P 9/10
FCTM 17 JUN 09
IN SEAT POWER SUPPLY SYSTEM (ISPSS)
　
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