easyJet single engine taxi
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easyJet single engine taxi
Have easyJet introduced a new SOP that requires engine 2 to be shut down after landing. If so, what is the advantage of this?
The other day I was meeting an aircraft that was taxiing with only the No1 engine running. Due to a faulty AGNIS the aircraft was forced to stop while making a left turn onto stand. When the marshaller showed up, the aircraft struggled to get moving again because he was applying power against the direction of the turn, not to mention the noise and spray!
This is not a one-off, seems to be the norm with the 319, but what's the point, especially if you know that a left turn is required onto stand?
The other day I was meeting an aircraft that was taxiing with only the No1 engine running. Due to a faulty AGNIS the aircraft was forced to stop while making a left turn onto stand. When the marshaller showed up, the aircraft struggled to get moving again because he was applying power against the direction of the turn, not to mention the noise and spray!
This is not a one-off, seems to be the norm with the 319, but what's the point, especially if you know that a left turn is required onto stand?
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It's SETI, single engine taxy in. My company has proposed we do it as the suggested fuel savings will be in the region of several hundred thousand pounds a year.
Decide which engine to shut down which will give you the easiest turning depending on the route to stand.
Decide which engine to shut down which will give you the easiest turning depending on the route to stand.
Per Ardua ad Astraeus
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SOP on the 737 fleet in BA. As 'AVCP' says - think about the advisability of it, choose the engine carefully with a view to the turn on stand and check hydraulics/elec/weight considerations too. I seem to recall also that the 200 series lost the cabin lights if you shut ?number 2?
Wait then for the stand change with AGNIS u/s, no ground staff and an opposite turn-on.................
. Good for a laugh.
Wait then for the stand change with AGNIS u/s, no ground staff and an opposite turn-on.................
. Good for a laugh.
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Viscounts were turning off two engines for the taxy 25 years ago so it is not a new idea. Last year as I understand it a 767 in the USA has been fitted with electic motors to drive the wheels with the plan that the a/c would taxy to the start-up point just short of the runway. that said I have seen no mention of it since. Has anyone heard or seen any of the results of these trails.
The issue is large as there are vast amounts of fuel burnt off at the major airports. At times at LHR & LGW it is a scandel.
The issue is large as there are vast amounts of fuel burnt off at the major airports. At times at LHR & LGW it is a scandel.
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A lot of companies operating the smaller Airbus aircraft are turning off an engine on the taxi in to stand. The reason behind it is to save fuel. Not much on one flight but add it up and it is a considerable saving.
An A320 can easily start moving under idle power on only one engine when it is taxying in. I have been on the flight deck on such an occasion and the parking brake was released and the idle power from the number one engine was enough to get the plane moving.
I understand it is now standard practice for some 747-400 operators to shut down one of the engines after landing before coming on to stand.
An A320 can easily start moving under idle power on only one engine when it is taxying in. I have been on the flight deck on such an occasion and the parking brake was released and the idle power from the number one engine was enough to get the plane moving.
I understand it is now standard practice for some 747-400 operators to shut down one of the engines after landing before coming on to stand.
Less Than All Engines Taxi
I'd have thought a 747 could manage with 2 shut down. Perhaps a three engine could manage with 2 off. (411 A ???)
When I was a lad and aeroplanes had props it was almost standard for 2 to be turned off on the taxi in. Became a bit harder to determine when the new fangled jet became popular.
DGG
When I was a lad and aeroplanes had props it was almost standard for 2 to be turned off on the taxi in. Became a bit harder to determine when the new fangled jet became popular.
DGG
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QUOTE
Im sure a 747 can taxi on 1 engine.... Ive done it on flight sim
UNQUOTE
Real life can be a little different. Two engines usually the minimum, and make sure they are the ones which power the hydraulics for the brakes. Otherwise you could end up like this:
Im sure a 747 can taxi on 1 engine.... Ive done it on flight sim
UNQUOTE
Real life can be a little different. Two engines usually the minimum, and make sure they are the ones which power the hydraulics for the brakes. Otherwise you could end up like this:
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For the 3 and 4 engined aircraft that I've operated, symmetric 2 engine taxy in was a normal SOP, provided that the good caution mentioned by eyeinthesky is observed with respect to hydraulic systems.
Interesting to note that Aussie mentions that they don't do this in Australia, TAA/Australian Airlines DID single engined taxy in for the DC9 aircraft some 20 or so years ago, saving about 30 Lb of fuel per sector.
The DC9 and it's family, of course, have fuselage mounted engines, making little difficulty in a tight turn into the live engine, a different matter altogether for 2 engined aircraft with wing mounted engines (I've been caught in this situation in an F27).
Regards,
Old Smokey
Interesting to note that Aussie mentions that they don't do this in Australia, TAA/Australian Airlines DID single engined taxy in for the DC9 aircraft some 20 or so years ago, saving about 30 Lb of fuel per sector.
The DC9 and it's family, of course, have fuselage mounted engines, making little difficulty in a tight turn into the live engine, a different matter altogether for 2 engined aircraft with wing mounted engines (I've been caught in this situation in an F27).
Regards,
Old Smokey
Shutting down 1 (or 2) on a 747 (both Classic and 400) is usually done to prevent the taxy speed getting too extreme. Number 3 is the engine of choice as there are no brakes powered by the number 3 hydraullics.
My company has introduced single engine taxi in, but as there is a 3 minute cooldown required between de-selection of reverse and shutdown, it's only useful if you are expecting a longish taxi in.
My company has introduced single engine taxi in, but as there is a 3 minute cooldown required between de-selection of reverse and shutdown, it's only useful if you are expecting a longish taxi in.
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Saw EZY do this onto stand H6 at AMS a few days ago. In my opinion, certainly for A320/B737 size aircraft, the issue is not to work out which turns where, but to try and gurantee a no-stop route. How often do we get the stand number from handling during descent, only to have GND control clear you to another, taxi routes always change.
One question, does anyone know if there is a requirement for EZY to run the APU whilst SETI'ing?? What happens if the remaining eng's HYD or ELEC fails??
Mr L.
One question, does anyone know if there is a requirement for EZY to run the APU whilst SETI'ing?? What happens if the remaining eng's HYD or ELEC fails??
Mr L.
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Yup on the 73 we have the apu running and on both busses before shutting down an engine, with due consideration to taxi route, stand, ramp condition, slope etc etc you get the picture.
However a late change of stand, or as has been mentioned guidance failure, lack of ground staff or a stand you can't self position onto can sc#ew you over a bit.
3 min cool down if using reverse thrust above rev idle, otherwise 1 min.
WBV
However a late change of stand, or as has been mentioned guidance failure, lack of ground staff or a stand you can't self position onto can sc#ew you over a bit.
3 min cool down if using reverse thrust above rev idle, otherwise 1 min.
WBV
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Ours is with the APU as well. (Can't remember but do you lose half the cabin lights on one engine?).
Works OK in AMS from 18R, taxying all the way to the H stands, even with the big uphill slope to get to A19 - just don't plan to stop halfway up!
Works OK in AMS from 18R, taxying all the way to the H stands, even with the big uphill slope to get to A19 - just don't plan to stop halfway up!
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Stopping and getting going again is not actually a problem, neither is turning against the engine. I am surprised no one has pointed out that on the 320 variants it should be the number 1 engine that is shut down as it supplies the hydraulics for the brakes!
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We do not normally do SETI (though I have done it when told a long wait for a stand) - why do you do it this way round ? I would have thought simpler to just shut down the no.1 engine.