AFTER START: ESTABLISH THE TAXI CONFIGURATION
After both starts are complete, establish the configuration for taxi. Return the mode selector to NORM at the required stage, then inspect the systems now being supported by the engines. Engine generators can supply electricity and engine bleed can support the pneumatic/conditioning arrangement. We check the actual receiving systems so that a completed engine start becomes an understood whole-aircraft state. [14, PDF pp. 1048-1050]
The APU may no longer be needed once the normal engine supply is established. Follow the applicable removal/shutdown sequence and verify the remaining electrical and air supply, including the required pack configuration. The aim is a clean handover. Selecting an APU control tells us what we requested; the electrical and pneumatic pages help confirm which sources and paths are actually in use afterwards. [14, PDF pp. 1048-1050]
Set the calculated takeoff flap configuration and stabiliser trim. Flaps change the wing configuration for takeoff; stabiliser trim adjusts the horizontal tail for the intended balance. Compare the actual indicated settings with the current calculation/loading information. A flap-lever movement begins a change, and the completed indicated position confirms where the surfaces have arrived. [14, PDF pp. 1048-1050]
Also check neutral rudder trim and the required anti-ice configuration. These belong to the aircraft we have actually prepared and the conditions we will use. If a relevant configuration change affects performance, revisit the calculation and accepted entries. It helps to keep the comparison simple: planned configuration, entered configuration, actual configuration. The three should describe the same departure before the aircraft is taken to the runway. [14, PDF pp. 1048-1050]
Complete the handover from the ground crew before taxi. The tug and steering-pin arrangement must be resolved and clearance to move established. During pushback, the brake instructions belonged to that coordinated operation; taxi begins after the aircraft has been released into the correct state for its own movement. Keep the outside situation and the cockpit indications in that same picture. [34, PDF p. 7] [28, PDF p. 7]
Carry out the flight-control check at its appropriate powered stage, with enough attention to compare the F/CTL display with the actual commands. F/CTL is the flight-control system page. Observing full travel, correct sense and return gives the check its value. The following practical work establishes these results before taxi, so the first forward movement begins with the configuration and ground coordination already settled. [34, PDF p. 7] [28, PDF p. 7]
IN PRACTICE: After start: turn two running engines into a taxi-ready aircraft
Before you begin: Both engines have completed normal starts. The aircraft remains secured or is completing the coordinated pushback.
1. Return the mode selector to its normal role
Action. Set ENG MODE to NORM. Check that the start-related indications have completed and observe the normal restoration of the air-conditioning configuration.
Check. The aircraft leaves the start configuration. Packs that were automatically closed for starting can return to their normal supply arrangement. [13, PDF pp. 103-106] [14, PDF pp. 1048-1050]
2. Remove the start-air demand
Action. Set APU BLEED off for the normal engine-supplied after-start configuration. Check the BLEED page, and shut down the APU if the planned operation no longer needs it.
Check. The engine bleed sources support the intended pneumatic configuration. APU availability is no longer being confused with a continuing requirement for APU air. [13, PDF pp. 103-106] [14, PDF pp. 1048-1050]
3. Check the new power picture
Action. Use ELEC to confirm the engine generators and supplied buses, then check hydraulic and engine indications. Set anti-ice as the actual conditions require.
Check. Electrical supply has transferred to the running engines, hydraulic pressures are established and no unexplained start/configuration message remains. [14, PDF pp. 1048-1050]
4. Set the calculated takeoff configuration
Action. Select the flap-lever position used in the current takeoff calculation. Set the takeoff pitch trim to the calculated value and compare the actual trim and flap indications with the accepted performance entries.
Check. The physical aircraft configuration agrees with the performance calculation. The selected position and the completed surface movement have both been checked. [14, PDF pp. 1048-1050] [14, PDF pp. 1051-1062]
5. Check controls once the ground operation allows it
Action. After pushback is complete and personnel are clear, perform the normal flight-control check. Use the F/CTL page to compare each commanded movement with the appropriate surface indication.
Check. The surfaces move in the correct sense and return as expected. The check verifies aircraft response as well as the controller hardware. [14, PDF pp. 1051-1062] [13, PDF pp. 107-116]
6. Accept the aircraft back from the tug
Action. Confirm tug/pin removal and the return of nosewheel steering; the NWS DISC indication must no longer show a disconnected state before taxi. Complete the After Start checklist.
Check. The aircraft is physically released for self-powered taxi, with steering available and the after-start configuration verified. [13, PDF pp. 108-110] [14, PDF pp. 1048-1050]
Complete when: Taxi begins only after the aircraft, ground crew and actual control indications agree that the ground handover is complete.