One engine Taxi
Thread Starter
Joined: Apr 2006
Posts: 212
Likes: 0
From: By the fridge
One engine Taxi
I was readinga document about fuel savings and environmental issues in the airline business.
one interesting point was the one engine taxi. how possible can that be and why don't airlines do it?
to all
one interesting point was the one engine taxi. how possible can that be and why don't airlines do it?
to all
Joined: Mar 2000
Aviation Qualifications: ATP+Mil
Posts: 1,428
Likes: 38
From: Long ago and far away ......
A lot depends on the turns to your final stand (which can be changed at the last moment), slope, the aircraft's weight, stuff you might blow over as you increase power on the one engine to get round a turn or up the slope etc etc.
Yes, a great idea when thought about a bluntie sitting at a desk - saves fuel, noise, et-bloody-cetera. Requires a bit of thought before doing it ...... our checklist says "consider" shutting down one (of 2) engine on taxy-in. Leaves the decision with the crew ...... where it should be.
Yes, a great idea when thought about a bluntie sitting at a desk - saves fuel, noise, et-bloody-cetera. Requires a bit of thought before doing it ...... our checklist says "consider" shutting down one (of 2) engine on taxy-in. Leaves the decision with the crew ...... where it should be.
Joined: May 2004
Posts: 81
Likes: 0
From: london
I personally do it very often but depends on the circumstances. Also not all airplanes behave the same taxying/tight turns on one engine.
You must consider your weight on the day, it has to be a familiar airport so you know where the uphills are and whether you will have to stop (needs a lot of power to get it going again). It can be very challenging at times but...hey, there are not many challenging things left in this bussiness
People have been very embarassed in the past having to call for a tug to rescue them
You must consider your weight on the day, it has to be a familiar airport so you know where the uphills are and whether you will have to stop (needs a lot of power to get it going again). It can be very challenging at times but...hey, there are not many challenging things left in this bussiness
People have been very embarassed in the past having to call for a tug to rescue them
Psychophysiological entity
Joined: Jun 2001
Aviation Qualifications: ATPL
Posts: 3,383
Likes: 169
From: Walton on the Naze Essex.
I became sick and tired of being presented with aircraft with nosewheel tires that looked like distorted old grommets. I had a lot to say about it, but the bean counters....er, countered.
A lot of time it was possible to plan for which engine to shut down, but most folk just didn't give a hoot. ‘ I've just saved the company money. '. Yeah, right. And the tire change delay is going to cost how much?
A lot of time it was possible to plan for which engine to shut down, but most folk just didn't give a hoot. ‘ I've just saved the company money. '. Yeah, right. And the tire change delay is going to cost how much?
Joined: Dec 2006
Posts: 236
Likes: 1
From: belgium
As maintenance crew, we do it sometimes when taxiing for a high power run. Start second engine during taxi, shut it down during taxi in. Or don't start it at all. Then again, we don't carry any load. But personally I prefer a clean cockpit without red warnings during taxi.
There is a ATR42 crew over here that always taxi with one prop windmilling. Also saw it on the Lockheed Electra with two engines shut down. Engine shut taxi seems to be more like a turboprop issue?
There is a ATR42 crew over here that always taxi with one prop windmilling. Also saw it on the Lockheed Electra with two engines shut down. Engine shut taxi seems to be more like a turboprop issue?
