AFTER START: ESTABLISH THE TAXI CONFIGURATION
With stable engines and the mode selector back at NORM, inspect the supply state. Confirm the normal engine-generator contribution and the required engine-bleed and pack configuration. Remove APU use when no longer required and verify the receiving systems rather than checking only the APU selection. [23, PDF pp. 1048-1050]
Set the calculated takeoff flap configuration and stabiliser trim, confirm neutral rudder trim and review required anti-ice. Compare actual indications with the performance data and intended configuration. A lever movement begins a change; the indicated position and completed travel establish the resulting state. [23, PDF pp. 1048-1050]
Confirm ground-crew clearance and completion of the tug/pin arrangement before taxi. Carry out the flight-control check with sufficient attention to compare the F/CTL response with the inputs. The aircraft should begin moving with its configuration established and ground coordination complete. [74, PDF p. 7] [68, 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. [21, PDF pp. 103-106] [23, 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. [21, PDF pp. 103-106] [23, 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. [23, 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. [23, PDF pp. 1048-1050] [23, 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. [23, PDF pp. 1051-1062] [21, 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. [21, PDF pp. 108-110] [23, 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.