Single engine taxi on a twin jet
Everything is a compromise, there is no such thing in aviation as a cheap deal!! Single engine taxi has other potentially expensive risks, for example the side load on the nose tyres. (and indeed the structure). Those who are involved with this proceedure keep an eye out for the tell tale signs which are spits in the rubber in the directon of the wheel and chevron splits. There are already documented incidents where the nose wheels have shed the rubber topsides due to high side loads having been imparted upon them (that also occurs due to high speed sharp turns). One incident on an A320 climaxed with an engine failure due to the fact the rubber was injested by the engine on take-off!! Well done chaps for getting her back down safe! - what we're paid to do of course! but very expensive for the price of a bit of extra fuel, and anyway are you paying the bill? If not, use the other engine and let the bean counters have the problem. It might be cheaper in the long term in any case.
In the case of restarting the engines again (above), there is no real problem here so long as the pre-shutdown criterea has been met, (ie. idle for 2mins for example). The big problem is the diversion form the norm as this is when the risk factor escalates dramatically. Make sure all the checklists are properly completed (ie. hydraulic switches on and other important suff), and that the ground crews are clear and not approaching with the baggage, which means you should have a man on the flight interphone telling you it's A-OK and he's normally with the tug! if in doubt wait for the tug, it's OK, it's happened to me and will no doubt happen to many more hence.
Bob.
Last edited by On-MarkBob; 10th Apr 2006 at 22:39.