1 engine taxi
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aroundthewing
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aroundthewing
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invertedattitude
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On topic, I find it more strange to see an airplane arriving on the lead-in with both engines running in YQM.
Normally it's just a single engine taxi-in, however it depends, if they arrive on 06/24 more likely to be a dual engine taxi, and now I know why (the 3 minute cool down)
Interesting info!
Normally it's just a single engine taxi-in, however it depends, if they arrive on 06/24 more likely to be a dual engine taxi, and now I know why (the 3 minute cool down)
Interesting info!
I've never seen or heard of a WestJet shutting down both but I'm not saying its never happened, just never heard of it. If you do see it do us a favour and write it up. Tony's right, it deserves a good smack (coaching).
As for firing, I think thats best saved for malicious or negligent conduct (although I guess this is pretty close).
As for firing, I think thats best saved for malicious or negligent conduct (although I guess this is pretty close).
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skypilot20
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On the 744 we shut down an engine during taxi once in a while, 73 it wasn't std practice, but on the 767 it was in the books, after checklists done and apu running, 3 min. thermal stabilisation of engines, etc etc.
On the 777 some do and some don't, as it is a bit more difficult to taxi uphill with a bit of power on. Still good practice though.
Very common, for many airlines, to totally shut down during taxi out on JFK, where they sometimes have 2 lines waiting for take-off. Have one line line up while other line waits. Quite common to sit for 20 mins.+ and taxi times of over 1 hr.
Std we get taxi fuel JFK (planned on flt plan) of 2300kgs. (1hr05 incl. pushback)
Nice to save a bit of that, which you then have as extra reserve during the flight home on top of the std reserve, which isn't much these days.
Interesting enough, I haven't been able to find the 3 min.stab. time for the engines anywhere in the fcom's, nor the fctm. Still do it though.
But that is during taxi. Never heard of anyone do it while 'coasting' to the gate. More important things to watch out for then
On the 777 some do and some don't, as it is a bit more difficult to taxi uphill with a bit of power on. Still good practice though.
Very common, for many airlines, to totally shut down during taxi out on JFK, where they sometimes have 2 lines waiting for take-off. Have one line line up while other line waits. Quite common to sit for 20 mins.+ and taxi times of over 1 hr.
Std we get taxi fuel JFK (planned on flt plan) of 2300kgs. (1hr05 incl. pushback)
Nice to save a bit of that, which you then have as extra reserve during the flight home on top of the std reserve, which isn't much these days.
Interesting enough, I haven't been able to find the 3 min.stab. time for the engines anywhere in the fcom's, nor the fctm. Still do it though.
But that is during taxi. Never heard of anyone do it while 'coasting' to the gate. More important things to watch out for then
Because it leaves you with only brake accumulator pressure and no nose wheel steering. Also it's not necessary for anything but showing off and proving to yourself how great you are. If you get stopped short and have to restart to go the rest of the way you make yourself and your airline look like complete morons. Which is exactly what you are if you shut down both engines short of the gate while still moving.skypilot20 wrote:can I ask why its such a bad thing if a pilot coasts his jet into the gate after shutting down both engines?? i dont fly jets here, just another 200 hour wonder posting in the big boy threads. thanks
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Jaques Strappe
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SquidSquid wrote:Tony ya got a little too much time on your hands.look at your postings ya shit disturber. What happened to the freddie boys? did they get fired too?tonysoprano wrote:That's a real slick operation. Years ago we had a cowboy who shut both down on the ramp. He was fired immediately.
You obviously know nothing of the results from the investigation into Freddie.
The guy who got fired was an ex 737 Captain from NWT who decided to shutdown both and "glide" in while on a line check. Obviously, he had the intelligence of an APE with ADD. Not quite the Freddie scenario.
IMHO taxiing around on one engine unless you are in an obviously long line up, is a waste of time. Common sense should prevail.
Standby for new atis message
Not saying it is a great idea, but, on the 737 you still have braking and steering from the electric hyd. pumps.Rockie wrote:Because it leaves you with only brake accumulator pressure and no nose wheel steering. Also it's not necessary for anything but showing off and proving to yourself how great you are. If you get stopped short and have to restart to go the rest of the way you make yourself and your airline look like complete morons. Which is exactly what you are if you shut down both engines short of the gate while still moving.skypilot20 wrote:can I ask why its such a bad thing if a pilot coasts his jet into the gate after shutting down both engines?? i dont fly jets here, just another 200 hour wonder posting in the big boy threads. thanks
I didn't know that because I don't fly a 737. Do you have to turn them on or are they automatic in the event of a dual engine failure (or knuckleheaded ideas like coasting in to the gate)?737Driver wrote:Not saying it is a great idea, but, on the 737 you still have braking and steering from the electric hyd. pumps.Rockie wrote:Because it leaves you with only brake accumulator pressure and no nose wheel steering. Also it's not necessary for anything but showing off and proving to yourself how great you are. If you get stopped short and have to restart to go the rest of the way you make yourself and your airline look like complete morons. Which is exactly what you are if you shut down both engines short of the gate while still moving.skypilot20 wrote:can I ask why its such a bad thing if a pilot coasts his jet into the gate after shutting down both engines?? i dont fly jets here, just another 200 hour wonder posting in the big boy threads. thanks
Again I don't see the world ending problem with coasting into the gate. Yes, you will look like a dumba$$ if you come up short, but it is not dangerous in the 737. Other aircraft? Depends on your systems. I prefer not to look like a dumba$$, so I don't don't do it.Rockie wrote:I didn't know that because I don't fly a 737. Do you have to turn them on or are they automatic in the event of a dual engine failure (or knuckleheaded ideas like coasting in to the gate)?737Driver wrote:Not saying it is a great idea, but, on the 737 you still have braking and steering from the electric hyd. pumps.Rockie wrote: Because it leaves you with only brake accumulator pressure and no nose wheel steering. Also it's not necessary for anything but showing off and proving to yourself how great you are. If you get stopped short and have to restart to go the rest of the way you make yourself and your airline look like complete morons. Which is exactly what you are if you shut down both engines short of the gate while still moving.
737 has 4 hyd pumps. 2 engine driven( one on each side) and 2 electric. 2 hyd systems, 1 eng driven and 1 electric per system. Electric pumps are on all the time for backup to the Engine driven pumps. http://www.b737.org.uk has lots of good info on 737 systems.
Thanks for the info.
Actually you don't have to stop short of the gate to look like a doorknob. I don't drive a city bus, but if I saw one shut off it's engine and coast up to the bus stop I would wonder what the cowboy was trying to prove. And if I saw a pilot do the same I would not get on his airplane. We have enough trouble convincing the public we're professionals without immature, egotistical stunt driving.
Actually you don't have to stop short of the gate to look like a doorknob. I don't drive a city bus, but if I saw one shut off it's engine and coast up to the bus stop I would wonder what the cowboy was trying to prove. And if I saw a pilot do the same I would not get on his airplane. We have enough trouble convincing the public we're professionals without immature, egotistical stunt driving.
I think the hazard goes beyond what an airplane's systems can handle or not. The threat comes from drawing attention away from what you should be doing as a primary task - taxiing the airplane. Too often pilots make a mistake with their primary task while distracting themselves with non-essential tasks - resetting transponder codes to 0000 and such - not necessary - what's the rush.
In a related incident - the Northwest RJ that piled into a company airplane at a gate was the result of a Captain shutting down an engine/remaining functioning hydraulics during taxi in. I wonder if this was a reflex action to normal every day operating practices? Unfortunately on this occasion they just finished a leg where a non-normal situation included a failed hydraulic system.
Keep it simple - keep it boring - keep it safe.
jjj
In a related incident - the Northwest RJ that piled into a company airplane at a gate was the result of a Captain shutting down an engine/remaining functioning hydraulics during taxi in. I wonder if this was a reflex action to normal every day operating practices? Unfortunately on this occasion they just finished a leg where a non-normal situation included a failed hydraulic system.
Keep it simple - keep it boring - keep it safe.
jjj
