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<Answer>. Pegasus 2003 included changes intended to correct the problem with resets on power
transfer however there have been some reports of resets with Peg03 installed. It appears
that the problems are much less frequent with the new software installed.
Single Engine Taxi - Brad Caban (DAL):
44. Please provide a copy of Brad Caban’s pitch for the CD.
<Answer>. A copy of the Delta Airline presentation by Mr. Caban is on the CD.
45. Are there restrictions on which engine should be shutdown?
<Answer>. The airplane configuration may dictate procedures. This procedure is not in the Boeing
Operations Manual.
46. What percentage of DAL’s operations are actually single engine taxi?
<Answer>. DAL is unsure. A fleet audit is necessary to determine actually how much this option is
utilized by the flight crews. DAL believes single engine taxi is used more than the
numbers presented in the financial analysis.
47. What are the costs associated with the increased number of crossbleed starts versus using APU?
<Answer>. For the crossbleed starts, DAL shuts down the APU so there are comparable savings.
DAL believes it costs about $3 per start to bump up the operating engine to perform the
cross bleed.
48. Is the DAL airplane taxiing (moving) when the second engine is started?
<Answer>. Yes, the DAL airplane is taxiing while the second engine is starting.
2004 Flight Operations Symposium Questions 8/23/2004 10:19 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 9 of 15
49. Do you [DAL] specify to the flight crews which engine should be shutdown during taxi?
<Answer>. No, DAL does not specify which engine is shutdown.
50. Does DAL provide maximum breakaway thrust guidelines for the flight crews?
<Answer>. No
51. Please provide Boeing’s recommendations regarding single engine taxi.
<Answer>. Page 2.11 of the Boeing 757/767 Flight Crew Training Manual summarizes Boeing’s
recommendations regarding single engine taxi. It states:
“Because of additional operational procedural requirements and crew workload, taxiing
out for flight with an engine shut down is not recommended. High bypass engines
require warm up prior to applying takeoff thrust and cool down prior to shutting down. If
the engine has been shut down for several hours, it is desirable to operate at as low a
thrust setting as practical for several minutes prior to takeoff. If taxiing in after landing
with an engine shut down, the crew must be aware of systems requirements, (hydraulics,
brakes, electrical). If possible, make minimum radius turns in a direction that puts the
operating engine on the outside of the turn. In operational environments such as uphill
slope, soft asphalt, high gross weights, congested ramp areas, and wet/slippery ramps and
taxiways, taxi with both engines operating.”
In addition, a general article on single engine taxi operations from the Fuel Conservation
and Operations Newsletter included in the January - March 1991 issue of the Boeing
"Airliner" magazine.
Autothrottle Use with Autopilot Off:
52. Is this information in the Flight Crew Training Manual (FCTM)?
<Answer>. The FCTM provides this recommendation.
Revision to 767 Flap Checklists:
53. Would it be possible to develop different non-normal checklists to address these separate failure
conditions? In other words, could Boeing publish a separate checklist for mechanical failures and
another checklist for sensor failures; each with a different condition statement?
<Answer>. There are concerns that separate checklists in such a manner could possibility to
determine the best course of action.
54. An operator advised that passenger seat 29 was the cause of a flap disagree. Any comment?
<Answer>. No.
2004 Flight Operations Symposium Questions 8/23/2004 10:19 AM
May 9 – 12, 2004, Bell Harbor Convention Center
Page 10 of 15
Oxygen Requirements - Brad Caban (DAL)
55. Can we get the presentation on the CD?
<Answer>. The DAL Oxygen Requirements presentation is on the CD.
RNAV/RNP Operations & VNAV Approaches:
56. Are there more plans by Boeing to incorporate or display RAIM?
<Answer>. It is incorporated into the algorithm for calculating ANP. There are no plans to display
RAIM.
57. Is the flight crew required to accomplish a raw data check prior to approach on pre-Pegasus
boxes?
<Answer>. Yes, the flight crew must confirm they are using DME-DME updating.
58. Can the “UNABLE RNP” message display on a non-Pegasus FMC?
<Answer>. No.
59. Will the Pegasus FMC display “flight technical error”?
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