Brings to mind an amusing incident at Townsville Airport when there were no aerobridges in the early stages of B737-200 operations.
It was necessary to execute a near 180 degree turn to position at one bay at the terminal. On this occasion there was quite a strong wind blowing at right angles to the park position and a sharp left turn was needed. Being ex DC9 pilots one engine had been shut down as was the custom previously.
So with the right engine shut down and the turn progressing it became apparent that speed would be depleted before the turn was complete with the crosswind on the large fin not helping the turn..... more steering.
Only one thing to do...more power from left engine...but high steer angle on nosewheel.....result less speed!....MORE POWER!!..... no speed!!!
Now with the geometry of high nosewheel steering and a hefty crosswind on the fin opposing the turn and high power from the left engine something had to give!
So the aircraft commenced to slowly back out of there!!!!!
Seriously though it was fortunate that no damage or hurt was done to anyone but it does reinforce the idea that it is wise to consider very carefully before shutting down an engine early during taxy.
Some years later a B767 pilot had adopted the non standard procedure of doing "glide approaches" to the aerobridge with both engines cut. He had been counselled but nevertheless...
He did it again at night and ended up in complete darkness apart from the Emergency lighting and stopped quite a bit out of position. Reckoned the APU had failed but the less charitable ones among us might suspect that it had not been started considering that it functioned OK
subsequently.
Best to follow the recommended procedures don't you think?
[ 18 September 2001: Message edited by: pterodactyl ]