Engine-off taxiing got a boost from two recent aviation industry initiatives. EOT has been used sporadically by some airlines for years but the industry has now thrown its weight behind the idea. EOT can save airlines a little money while sparing the environment unnecessary pollutants.

On October 13, aviation committed to improving fuel efficiency by an average of 1.5 percent annually to 2020, and to cut carbon emissions in half by 2050, according to a climate change strategy presented to the United Nations by the International Air Transport Association.

EOT can help meet those goals. The boost comes from an announcement October 7 by a coalition of UK aviation interests of a new interim voluntary Code of Practice that alters taxi-in protocol. The document encourages engine-off taxiing to conserve ground fuel burn. EOT also reduces emissions and noise.

EOT is already utilized by many airlines. The new Code is intended to encourage wider use. “The Code highlights the advantages of reduced-engine taxi-in procedure, and encourages all airlines to use the procedure when safe and appropriate,” said Anna Knowles, of Virgin Atlantic Airways, one of the signatories. Among others, the coalition includes Heathrow, Gatwick, and Stansted airports; British Airways; easyJet; the UK Civil Aviation Authority; and A|D|S, the UK’s aerospace trade body.

Coalition studies dispel pervading myths pertaining to limited EOT benefits. “Our studies differ from previous paper exercises, including those by aircraft manufacturers,” said Kevin Morris, Environment and Sustainability Manager for A|D|S. Morris said the new Code documents actual environmental benefits. The group found engine-off taxi-in reduces ground fuel burn by up to 40 percent and ground emissions by up to 30 percent, depending on equipment.

Airports welcome anything that helps reduce local environmental impact. “Annual aircraft emissions from taxi-in are estimated to be over 21,000 tonnes of CO2,” said Andy Jefferson, Environment Head at London’s Stansted Airport. Jefferson said Stansted has already circulated the new Code to its airline partners and is working with them to implement EOT where possible. The new EOT Code is voluntary. The International Federation of Air Line Pilots’ Associations firmly opposes any mandatory EOT procedure.

“Pilots must always have the flexibility to choose the safest way to operate the aircraft within standard procedures,” said IFALPA spokesperson Gideon Ewers. That said, IFALPA does endorse the incorporation of approved standardized EOT procedures into Operations Manuals, provided the procedure identifies and addresses potential areas of concern, such as the applicability of Minimum Equipment Lists, crew responsibility, and task allocation.

Training is indicated. Some Boeing EOT technical bulletins are 30 pages long. “Single engine taxi is not a new idea but does merit crew consideration when appropriate,” said Brian Beach, director of safety, Coalition of Airline Pilots. “We’re not opposed to single engine taxi as long as certain guidelines are adhered to.”

Jet blast is a concern. “If you get stationary and have to apply power you can damage equipment behind you since jet blast can be considerable, particularly with larger aircraft like the 777,” said Martin Alder, former Flight Safety Group chief, British Air Line Pilots’ Association.

All things considered, Alder believes EOT can be achieved without much pain. “If pilots are given guidance for when EOT is appropriate, and if it’s left to their discretion, then it can be done relatively easily,” he said

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