A320 Captains | SINGLE ENGINE TAXI OUT (BEFORE TAKEOFF) | Real Airline Pilot

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[@skyraider06200]

Thanks for the information regarding auto-brakes. Using Airbus almost exclusively on simulators, I always activated the autobrakes before checking the flight controls. I will do like you from now on. Thank for the tip !

[@neomallorca9040]

As allways five stars info. Joyous video Emmanuel. Learn a lot, Thanks.

[@flyjaviair]

Thank you for another great in depth video! Could you also do a single engine taxi out video for the PMDG 737 if possible? I believe you only did a single engine taxi in video for the 737. Keep up the amazing work bro!!!

[@anslucasi0980]

Fantastic video! The PTU does its self test and continues to run because parking brake is off and the NWS is not in towing position right? And when the other system runs it stops, I've heard it's recommended to set the parking brake on, so when both master switches are on, the PTU will do the test and not before the second eng start. Thank you and do you have any idea of the amount of fuel saved? Maybe 20-40kg?

[@tomstravels520]

I thought autobrake in RTO would not activate below about 80 knots?

[@natainomn7103]

What does engine dry motoring mean and do?

[@blitz3391]

Does the "Taxi time of 15min" also includes waiting time for take off (like during a big event for example), or is it 15 min of effective taxiing?

[@A330Driver]

It includes waiting time for takeoff.

[@tomstravels520]

What about the A330? Both taxi out and in

[@ffllcchh]

How do you calculate or get the trim figures in percentage rather than the NU and ND units?

[@etsfan1863]

from the CG%

[@chrisevans285]

Great video Emmanuel, I have a question about fuel imbalances, wont taxiing on a single engine for a long period of time create a fuel imbalance as more fuel will be taken from one side than the other? if so how would you approach solving this problem in the real world?

[@A330Driver]

Let's have a look at a practical example. For at 15 minute taxi in an A320 we'd plan 200kg taxi fuel. That is a gross value for taxi on BOTH engines. Single engine taxi actually saves a bit of fuel, but to keep numbers easy let's stick with those 200kg. The A320 FCOM states "There is no requirement to correct an imbalance, until the ECAM fuel advisory is displayed". In the FUEL system description it then states: "An advisory appears in flight phases 2 and 6, when the difference between the fuel quantities in the two wings is greater than 1500 kg (3300 lb)". You see, you can do a LOOOOONG single engine taxi until the imbalance actually starts to matter.

[@chrisevans285]

@@A330Driver That's really useful, thanks Emmanuel!

[@foolbar0]

⁠@@A330DriverThe fuel imbalance limitations at takeoff are lower than the ECAM advisory threshold. 500 kg (1102 lbs) between inner tanks if one is full (A319/A320) or 400 kg (882 lbs) between wing tanks if one is full (A321). This can become an issue beginning around 30 min of single engine taxi time, because ENG 1 + APU both burn from the left side. In this case, use the QRH Fuel Imbalance procedure and return the fuel system to normal before takeoff.

[@nonfamous]

someone knows which airpoirt this is?

[@jeromerobinson2042]

LICJ