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Ever wondered why pilots sometimes shut down one engine after landing? Once clear of the runway, a twin-engine aircraft may use single-engine taxi to the gate. The remaining engine provides enough thrust to move the aircraft while the other is shut down. The main reasons? Fuel savings, reduced engine... show more

Aviation Reporter

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65,366 просмотров • 1 месяц назад •via X (Twitter)

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Комментарии: 9

Фото профиля Waneiac

Waneiac1 месяц назад

When I flew commercially the 'bean counters' at HQ in Chicago were always calling me in flight asking why my fuel burn was such a high percentage. Well, buddy in cubical #4... I'm battling a 200 kt head wind into Tokyo that's why, dork! Engine shut down is common for the reasons listed but man did I hear about it from the 'wrenches' for over utilizing the breaks to hard as if they know how a 747 slows... Can't win. Happy landings folks!

Фото профиля KING 👑

KING 👑1 месяц назад

at many major aerodromes they even use single engine for taxi

Фото профиля Manuel

Manuel1 месяц назад

Fuel savings

Фото профиля Stoykiy Muzhik

Stoykiy Muzhik1 месяц назад

Are you speaking of the APU?

Фото профиля Aviation Reporter

Aviation Reporter1 месяц назад

The APU isn't a must. It can be INOP. One engine must be running

Фото профиля Luke

Luke1 месяц назад

One engine has to work harder so any consumption saved is burned, it's a null and void method

Фото профиля Yasir Saiyid

Yasir Saiyid1 месяц назад

Please FB

Фото профиля Malcolm Frost

Malcolm Frost1 месяц назад

It also saves the brakes as a light aircraft tends to run away on two. 4 engune aircraft like the 747 shut down 1.

Фото профиля 🩸𝓐𝓿𝓪 𝓙𝓪𝓲𝓷𝓪🩸

🩸𝓐𝓿𝓪 𝓙𝓪𝓲𝓷𝓪🩸1 месяц назад

Pilots mother in law is sleeping on A13

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When the engines go silent, the aircraft becomes a glider. This pilot had to shut down the engines and glide toward the runway for an emergency landing near Van Nuys, California. No engine power. No second chance. Just altitude, airspeed and precise flying. Could you stay calm enough to land an aircraft with no engine power?

When the engines go silent, the aircraft becomes a glider. This pilot had to shut down the engines and glide toward the runway for an emergency landing near Van Nuys, California. No engine power. No second chance. Just altitude, airspeed and precise flying. Could you stay calm enough to land an aircraft with no engine power?

durvesh

36,997 просмотров • 2 месяцев назад

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.

Following the Delta A330-323(N813NW) engine failure after departure from São Paulo (GRU), many are asking: what actually happens if an airliner loses an engine just after takeoff? As passenger in the cabin watching this scenario unfold, the panic is understandable. Seeing flames from an engine is alarming. But this is exactly the kind of scenario pilots are trained for repeatedly in simulators. Modern multi-engine aircraft are designed to fly safely on one engine. In fact, losing one engine is a certification requirement during testing. Here’s what happens: At liftoff, pilots target V2 speed—the minimum safe speed that guarantees the aircraft can continue climbing even with one engine inoperative. If an engine fails: • The MASTER FIRE warning light will illuminate in the cockpit and the fire warning bell will sound, alerting the pilots on the affected engine (they will close the fuel, hydraulic shutoff, and engine bleed air valves, and also discharge the related fire bottle to extinguish the engine fire). Of course, they will be careful NOT TO shut down the wrong engine (this has happened before). • Maximum thrust is applied on the remaining engine. • Rudder input keeps the aircraft straight (countering asymmetric thrust) • The aircraft climbs straight ahead for best performance (turns reduce climb rate unless required) Once above a safe altitude (typically ~1,500 ft / Minimum Flap Retraction Altitude(MFRA): • The aircraft accelerates • Flaps are retracted (“cleaning up”) • Crew assesses the situation and plans a return or diversion Even at very low altitude, the aircraft remains controllable by design. It may not climb aggressively, but it will climb. Bottom line: What looks catastrophic from the cabin is a scenario pilots are highly trained to handle—and aircraft are engineered to withstand. Hope this helps any nervous flyer. Flying is safe, and the chances of this happening have reduced due to lessons learned from previous incidents. And if you ever find yourself in this situation, trust that the pilots will act according to their training—because that’s their job.

Turbine Traveller

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Flight demonstration of the Mirage G (single-engine) and Mirage G8 (twin-engine) in the early 1970s. This was a series of experimental variable-geometry aircraft. The G8 remains the fastest Western European aircraft in history, with a speed of Mach 2.34.

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This is a static takeoff or rather, a combat-style takeoff, on a commercial flight which is something you need to get off your bucket list. Your takeoff will feel like a sports car launch! A static takeoff involves aligning the aircraft on the runway, holding the brakes, and increasing engine thrust before releasing the brakes and beginning the takeoff roll. On the Boeing 737NG, there are specific procedures for operating in icing conditions. A static engine run-up may be required to shed ice from the engine fan blades and spinners before takeoff. A normal static takeoff isn't necessarily a full-power launch. On many jets, pilots stabilise engine thrust at an intermediate setting, often around 40% N1, before releasing the brakes and advancing to takeoff thrust. This helps ensure the engines accelerate smoothly and symmetrically, and can reduce the runway distance used during the thrust-setting phase. The exact procedure varies by aircraft type, engine and operating conditions. In icing conditions, specific procedures may also require a timed run-up at higher thrust settings to shed accumulated ice. Video clip via Ollies aviation based at Bristol Airport.

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Turbine Traveller

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This Thomas Cook A330 was accelerating for takeoff when flames suddenly erupted from one of its engines,forcing the crew to reject the takeoff. The key point is that once a serious engine problem is identified, the crew has to make a rapid decision based on speed, runway remaining and aircraft performance. Watching the video, the aircraft is already committed to the takeoff roll when the failure occurs. The rejected takeoff then becomes a carefully coordinated sequence - thrust reduced, braking applied and the aircraft kept under control while bringing it to a stop✈️

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.Bob Allen practicing a V1 cut in our Westwind II today. There’s only one 1124 sim in the world - so we do our training in the actual plane! A V1 cut is an engine failure after V1 (takeoff decision speed). It means we’re past the point where a rejected takeoff is safe or possible, therefore we must take-off on the remaining good engine. All pilots practice V1 cuts on large multiengine aircraft, but usually in a simulator. We do it as part of every recurrent Checkride on the big jets, but it’s extra trippy doing it for real! That said, the “failure” is really just one engine being pulled back to idle thrust, so it’s available IF necessary. Notice - it’s barely even an event in the hands of a skilled professional pilot. Rudder is applied to the side of the good engine, directional control is maintained, and the aircraft is rotated into a climb at V2 while the non-flying pilot retracts the gear and the flaps. The “issue” and subsequent troubleshooting/shutdown procedures are delayed until the aircraft is at a safe altitude.

.Bob Allen practicing a V1 cut in our Westwind II today. There’s only one 1124 sim in the world - so we do our training in the actual plane! A V1 cut is an engine failure after V1 (takeoff decision speed). It means we’re past the point where a rejected takeoff is safe or possible, therefore we must take-off on the remaining good engine. All pilots practice V1 cuts on large multiengine aircraft, but usually in a simulator. We do it as part of every recurrent Checkride on the big jets, but it’s extra trippy doing it for real! That said, the “failure” is really just one engine being pulled back to idle thrust, so it’s available IF necessary. Notice - it’s barely even an event in the hands of a skilled professional pilot. Rudder is applied to the side of the good engine, directional control is maintained, and the aircraft is rotated into a climb at V2 while the non-flying pilot retracts the gear and the flaps. The “issue” and subsequent troubleshooting/shutdown procedures are delayed until the aircraft is at a safe altitude.

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