Single Engine Taxi - In and Out Procedure
Thread Starter
Join Date: Aug 2012
Location: Nepal
Posts: 12
Likes: 0
Received 0 Likes
on
0 Posts
Single Engine Taxi - In and Out Procedure
Single engine taxi is much common in USA. Can anybody suggest me which FAA rule or circular allows operators to conduct single engine taxi? Are there any other countries that have the rules that allow single engine taxi operations?
Join Date: Mar 2001
Location: I wouldn't know.
Posts: 4,498
Likes: 0
Received 0 Likes
on
0 Posts
There is nothing in EASA rules that prevents the same thing. In fact some carriers like easyjet routinely use not only single engine taxy in but taxy out as well. In "my" outfit single engine taxy out is only permitted for widebody aircraft with an expected taxy time of 30 minutes or more.
Thread Starter
Join Date: Aug 2012
Location: Nepal
Posts: 12
Likes: 0
Received 0 Likes
on
0 Posts
Single Engine Taxi - In and Out Procedure
Hi..guys. Thanks for the response.
Some countries have issued circulars regarding such operations. Just for an example, I have seen Indian Aviation Authority has issued one circular that authorizes operators to single engine taxi operations. I want to know whether FAA has issued such circular or not! If yes, which circular is that? Are there any other countries that have issued such circulars?
I further want to know whether an operator can perform single engine taxi in and out operation without the approval or authorizations from the aviation authority.
Some countries have issued circulars regarding such operations. Just for an example, I have seen Indian Aviation Authority has issued one circular that authorizes operators to single engine taxi operations. I want to know whether FAA has issued such circular or not! If yes, which circular is that? Are there any other countries that have issued such circulars?
I further want to know whether an operator can perform single engine taxi in and out operation without the approval or authorizations from the aviation authority.
Join Date: Dec 1999
Location: UK
Posts: 2,584
Likes: 0
Received 0 Likes
on
0 Posts
Clearly if an authority rules that s/e taxi (sic) is only allowed with a dispensation then you cannot do so without one.
In more enlightened regions the authority does not generally interfere with manufacturers guidance on handling technique or general good practice as that is not their job. If s/e taxi does not significantly degrade safety why legislate about it, unless you're feeling under-employed or needing a power-kick?
Jeez, they'll be telling us which auto brake setting to use next!
In more enlightened regions the authority does not generally interfere with manufacturers guidance on handling technique or general good practice as that is not their job. If s/e taxi does not significantly degrade safety why legislate about it, unless you're feeling under-employed or needing a power-kick?
Jeez, they'll be telling us which auto brake setting to use next!
Join Date: Jan 2000
Location: FL410
Posts: 860
Likes: 0
Received 0 Likes
on
0 Posts
Some aircraft types also do not allow pilots to use single engine taxi out procedures. In case of 737, only recently have Boeing amended guidelines to allow this type of operation and only when subjected to operator established and Boeing approved procedures.
Contrary to US, in EU-land the CTOT system prevents excessive taxi and ground delay requirements, thus the 30+ minute taxi as mentioned above could be reduced to 15- in most airports if applied properly.
As such many EU operators of types restricting single engine taxi operations or only within predefined criteria (low ATOW, defined directional turns, etc) choose not to do so.
Other aircraft types also are prone to minimum oil temperatures prior to departure, which can only be reached on for instance first flights if engines have been running for some time. On occasion (usually early morning in winter) airports are required to delay departures as an aircraft with such requirements is at the holding point but not warmed up enough for departure, very frustrating for those in the queue behind not requiring the delay.
Contrary to US, in EU-land the CTOT system prevents excessive taxi and ground delay requirements, thus the 30+ minute taxi as mentioned above could be reduced to 15- in most airports if applied properly.
As such many EU operators of types restricting single engine taxi operations or only within predefined criteria (low ATOW, defined directional turns, etc) choose not to do so.
Other aircraft types also are prone to minimum oil temperatures prior to departure, which can only be reached on for instance first flights if engines have been running for some time. On occasion (usually early morning in winter) airports are required to delay departures as an aircraft with such requirements is at the holding point but not warmed up enough for departure, very frustrating for those in the queue behind not requiring the delay.
Join Date: Sep 2010
Location: earth
Posts: 1,341
Likes: 0
Received 0 Likes
on
0 Posts
Some countries have issued circulars regarding such operations. Just for an example, I have seen Indian Aviation Authority has issued one circular that authorizes operators to single engine taxi operations. I want to know whether FAA has issued such circular or not! If yes, which circular is that? Are there any other countries that have issued such circulars?
I further want to know whether an operator can perform single engine taxi in and out operation without the approval or authorizations from the aviation authority.
I further want to know whether an operator can perform single engine taxi in and out operation without the approval or authorizations from the aviation authority.
Join Date: Apr 2000
Location: BC
Posts: 450
Likes: 0
Received 0 Likes
on
0 Posts
No Legal/Regulatory Base Against
This is not a regulatory issue. There is nothing in ICAO SARPS or any EASA GM that requires special approvals. ICAO does not require this to be in the OPS-SPECS as it is not an AOC requirement.
In a risk based approach, the Operator develops a procedure (when to carry out single engine taxi, ramp conditions, weight, etc). They could present the procedure to the NAA for acceptance.
During a regular line check, the NAA then checks to see if what the Operator says they were going to do with it, actually carries out what they said they were going to do. Simple.
In a risk based approach, the Operator develops a procedure (when to carry out single engine taxi, ramp conditions, weight, etc). They could present the procedure to the NAA for acceptance.
During a regular line check, the NAA then checks to see if what the Operator says they were going to do with it, actually carries out what they said they were going to do. Simple.
