November 2016 Pilot’s Perspective: Single Engine Taxi

ATSAP Report: Problems have been reported thru ATSAP on aircraft using Single Engine
Taxi. CISP contacted several airlines to clarify what they expect of their
“[airline] is being told by their
chief pilot to taxi on one
pilots.
engine. When cleared to cross Most airlines leave the final decision to the pilot, but offer guidance like this
an active runway by ground
which was shared by a regional airline, most are similar:
control with aircraft inside of
2.5 miles and are not moving
fast enough. When you
question why, pilots say it is
not their fault and they are
just doing what they are told.”

Pilot Reports:
“- We made wrong turn on
Taxiway “C” instead of “B”.
There was a lot of "stuff"
happening at the same time
and the decision to taxi single
engine played a role in this
event, since that added
another layer of complexity to As you might expect, there are exceptions:
the situation.” Because more thrust is required from bigger jets, B767, B787, B777, A330
and A350 are more likely to keep both engines running. RJs, B737, A320
“- I decided to taxi out on one
engine due to the fact that
and similar types are more likely to use single engine.
there can often be a long line Although it’s ultimately up to the pilot, many airlines are under pressure to
for departure. However, on
save money. FOQA programs, (a pilot’s snitch patch), often monitor for
this day, starting a second
engine on an older model
pilot compliance to company taxi procedures, as well as 2-min engine
(while attempting to adhere warm up/cool down compliance. Pilots are expected to have all engines
to new Ramp Control ready once they’re #1 at the RWY.
procedures) pushed us into
task saturation. “ Facility Discussion
How does Single Engine Taxi affect RWY crossings at your airport?
What flows normally include long taxi times? (3 min or more)
How would the reduced maneuverability of single engine taxi hamper
ground operations at your facility?
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