Engine Out Taxi

BOEING COMMERCIAL AIRPLANE GROUP FLIGHT OPERATIONS TECHNICAL BULLETIN NUMBER:

737-17-01

DATE:

May 30, 2017

This bulletin provides information which may prove useful in airline operations or airline training. The information provided in this bulletin is not critical to flight flight safety. The information information may not apply to to all customers; specific effectivity can be determined by contacting The Boeing Company. This information will remain in effect depending on production changes, customer-originated modifications, and Service Bulletin incorporation. Information in this bulletin is supplied supplied by The Boeing Boeing Company and may may not be approved or endorsed by the FAA FAA at the time time of writing. Appropriate formal documentation documentation will be revised, as necessary, to reflect the information contained in this bulletin. For further information, information, contact Boeing Boeing Commercial Commercial Airplanes through through the Service Service Requests Application Application (SR App) on the MyBoeingFleet home page.

SUBJECT:

Engine Out Taxi

ATA NO:

09-00

APPLIES TO:

737-7/-8/-9/-8200

Background Information

The Flight Crew Training Manual (2007 and earlier) stated that it is “not recommended” to taxi out with less than all engines running. Many operators found this policy policy to be restrictive to their

EOT policies, procedures, and flight crew familiarization materials specific to their operation and in accordance with the requirements of their regulatory authorities. Based on our review of operator EOT policies and procedures, Boeing recommends that the following factors be considered when implementing EOT operations: 1. Standard Operating Procedures (SOP) 2. Potential Risk Factors 3. Operational Considerations 4. Airplane Systems Considerations. 1. Standard Operating Procedures (SOP)

Operator SOPs should be established to manage EOT procedures and to mitigate the potential increase in risk when taxiing with an engine shutdown. These SOPs should provide the flight flight crew with clear and concise guidance for EOT operations. SOPs should contain and emphasize two separate separate steps. First, the flight crew configures the airplane using normal scan flow flow and procedures. Second, the flight crew verifies the proper configuration using a checklist. For example, the flight crew sets the flaps using using scan flow and procedures, then in a second separate step, the flight crew verifies proper airplane configuration using a checklist. FAA Advisory Circular (AC) 120-71B (1/10/2017) titled “Standard Operating Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers ” provides advice and recommendations about the development, implementation, implementation, and updates of SOPs. It also explains the background, basic concepts, and philosophy with respect to SOPs.

EOT policies, procedures, and flight crew familiarization materials specific to their operation and in accordance with the requirements of their regulatory authorities. Based on our review of operator EOT policies and procedures, Boeing recommends that the following factors be considered when implementing EOT operations: 1. Standard Operating Procedures (SOP) 2. Potential Risk Factors 3. Operational Considerations 4. Airplane Systems Considerations. 1. Standard Operating Procedures (SOP)

Operator SOPs should be established to manage EOT procedures and to mitigate the potential increase in risk when taxiing with an engine shutdown. These SOPs should provide the flight flight crew with clear and concise guidance for EOT operations. SOPs should contain and emphasize two separate separate steps. First, the flight crew configures the airplane using normal scan flow flow and procedures. Second, the flight crew verifies the proper configuration using a checklist. For example, the flight crew sets the flaps using using scan flow and procedures, then in a second separate step, the flight crew verifies proper airplane configuration using a checklist. FAA Advisory Circular (AC) 120-71B (1/10/2017) titled “Standard Operating Procedures and Pilot Monitoring Duties for Flight Deck Crewmembers ” provides advice and recommendations about the development, implementation, implementation, and updates of SOPs. It also explains the background, basic concepts, and philosophy with respect to SOPs.

Secondary tasks also increase the risk of crew error, including the potential for incorrect airplane configuration, runway incursion, or violation violation of a taxi clearance. Flight crews need to be aware of the potential for high workload situations prior to and during engine start and shutdown, and when configuring airplane systems during EOT operations. Starting an engine with the parking pa rking brake set is one way to mitigate the potential for human error during taxi operations. Other elements that can contribute to crew errors and deviations from SOPs include: •

• •

2.2.

Changes to ATC instructions, e.g., runway o r taxiway changes while taxiing or takeoff sequence changes Unfamiliar airports Complicated taxi clearances. Loss of Airplane Systems

During EOT operations, some airplane systems may not be powered. As a result, loss loss of an additional airplane system during EOT EOT operations can reduce system redundancies. The flight crew should review the impact of Minimum Equipment List (MEL) items on EOT operations. EOT operations should not be conducted c onducted when a system that impacts braking b raking or steering capability is not operative. 2.3.

Break-away Thrust

The thrust that is required to start moving the airplane is higher during EOT EOT operations. As the weight of the airplane increases, the required break-away thrust also also increases. High break-away thrust can create hazards to personnel personnel and equipment as well as to airport structures. Flight crews need to consider:

3. Operational Considerations

Operator policies, procedures, and crew familiarization material should address items such as: 3.1.

Airports

Local airport directives can require taxiing with all engines running. Other airports may not be suited to EOT operations due to ramp and taxiway layout. 3.2.

Taxiway and ramps

Taxiway and ramp slope and composition, particularly soft asphalt, may not be suited to EOT operations. Congested ramps: The risk of damage due to jet blast increases, with the close proximity of personnel and equipment. When ramps are congested, consider taxiing with all engines operating. Slippery taxiways and ramps: Ramp areas can be more slippery than taxiways and runways. Some operators require a taxi surface braking action of “good” or better before conducting EOT operations. Contamination: When ramps or taxiways are covered with ice, snow, slush or standing water, taxi with all engines operating. 3.3.

Engine Considerations

Engine Starting Time: The Crew should consider the longer start times on the 737 MAX as

3.4.

Crew Performance and Additional Considerations

Familiarity with EOT and airport: The flight crew should be familiar with EOT operations, the additional risk factors, and airplane system considerations. Boeing recommends that familiarization or training material be integrated into normal training events. The crew should consider their familiarity with the airport and the complexity of the taxi route before conducting EOT operations.

Atmospheric conditions: The crew should consider the current atmospheric conditions such as wind, visibility, and temperature. During adverse weather conditions, taxi with all engines operating. Direction and radius of turns: The crew should consider the direction of turns when conducting EOT operations. A sharp turn toward the operating engine is more difficult to accomplish. Also, a small turn radius may not be possible with less than all engines operating. If possible, when making minimum radius turns, keep the operating engine on the outside of the turn. Keeping the airplane moving will preserve the momentum and makes the taxi task easier. Maintain a constant pressure on the tiller due to the asymmetrical thrust. Secondary tasks, e.g., system configurations: Airplane systems need to be configured and managed appropriately to maintain safety, redundancies, and to optimize passenger comfort. For example, during EOT operations there is a potential for a fuel imbalance during long taxi times. The crew should ensure that fuel balance is maintained within the applicable limits. Proper configuration of systems for EOT operations should be addressed. Taxi time (slot time): With a short taxi time, EOT may not be advisable, due to the time required for systems reconfiguration, engine start, checklist accomplishment and engine warm

Conclusion

Boeing believes that if operator policies, procedures, and training are appropriately applied to EOT operations, the risks can be mitigated to a level that will be satisfactory to operators and their regulatory authorities. Additional References

Additional information can be found at the following websites: •

MyBoeingFleet

www.myboeingfleet.com

•

Airport Technology

www.boeing.com/commercial/airports

•

FAA Advisory Circulars

www.faa.gov

•

Flight Safety Foundation

www.flightsafety.org/about_fsf.html

•

IATA Best Practices

www.iata.org/index.htm

System Considerations and Flight Deck Effects

System Considerations and Flight Deck Effects General Information: The analysis is applicable to 737-7/-8/-9/-8200 airplanes. Operators should ensure that their policies and procedures account for all modifications after delivery as this analysis does not account for these modifications. Due to the large number of configurations allowed by the Master Minimum Equipment List (MMEL), no MEL considerations were made during this analysis. Operators choosing to conduct EOT operations with MEL items will need to ensure that their policies and procedures account for the inoperative equipment. This analysis was specifically developed for (4) configurations: Configuration 1: Engine #1 (Left) OFF, Engine #2 (Right) ON, APU OFF Configuration 2: Engine #1 (Left) OFF, Engine #2 (Right) ON, APU ON Configuration 3: Engine #1 (Left) ON, Engine #2 (Right) OFF, APU OFF Configuration 4: Engine #1 (Left) ON, Engine #2 (Right) OFF, APU ON • • • •

Configuration 1

Configuration 2

Configuration 3

Configuration 4


The remaining document consists of: A brief analysis of the system considerations and flight deck effects Detailed analysis of the system considerations and flight dec k effects (appendices): • •

System Air Systems Automatic Flight Electrical Engines, APU Flight Controls Flight Management, Navigation Fuel Fuel, Nitrogen Generation System (NGS) Hydraulics 737NG One Engine Breakaway Thrust Exhaust Velocity Contours

Appendix A B C D E F G H I J

Brief Analysis of System Considerations and Flight Deck Effects Air Systems

Assumption: Configurations with the APU unavailable assume the APU bleed switch is selected OFF. On warm and hot days cabin airflow will be less than normal, regardless of engine thrust level on the operating engine. However, both air conditioning packs cannot be operated with one engine operating and the isolation valve open due to engine EGT limitations. If satisfactory temperature control cannot be achieved with bleed air from one engine, air conditioning performance can be improved with both engines operating or with the APU


Electrical

For configurations with the APU OFF, the electrical load should not exceed the Airplane Flight Manual (AFM) limitation (75 KVA) for a single engine d riven generator during ground operations. Note that “automatic” load shedding does not activate until the load exceeds 90 KVA. Selecting the CAB/UTIL switch to OFF will lower the electric load. With the CAB/UTIL switch OFF, a single engine driven generator can supply power to the airplane electrical system with the exception of the following: galleys and nonessential loads which typically include heating elements (for lavatory water, drains, hoses and doors), logo lights, the potable water compressor, and recirculation fans. Medical outlets (if installed) can lose power. Total load on the generator will be less than the AFM limitation, assuming there has not been a post-production modification to the airplane electrical system that will cause a large increase in electrical loading. For configurations with the APU ON, the APU generator should power the AC transfer bus on the side of the engine that is shut down. Engines, APU

During EOT operations, engine operation limits as specified in the FCOM should be followed, including engine warm up and cool down times and an increase in engine oil temperature before takeoff. Three minutes is the minimum recommended warm up time. However, a longer warm up time can result in a lower peak EGT value during the takeoff and could increase engine life. Operators can establish longer minimum warm up and cool down times. The engine manufacturer should be consulted for economic impact (increase in engine life) of extended warm up and cool down times.


Flight Controls

Depending on the hydraulic system configuration, moving multiple flight control surfaces simultaneously can cause the hydraulic demand to exceed the capabilities of the Electric Motor-Driven Pump (EMDP), resulting in movement at reduced rates. To preclude incorrect settings caused by rushed activity the following items should be set before taxiing: Stabilizer trim for takeoff Flaps for takeoff • •

After both engines are operating, the flight crew should do: The Before Taxi Procedure The Before Taxi normal checklist The Before Takeoff Procedure The Before Takeoff normal checklist • • • •

Flight Management, Navigation

Flight Management Computer (FMC) V-speeds can be affected by the bleed configuration. Verify the V-speeds after both engines are running. Fuel

Fuel System: All fuel system functions will be available regardless of which engine is operating. Fuel loading and usage limitations are unaffected. If a fuel imbalance occurs, follow the Fuel Balancing supplementary procedure.


Nitrogen Generation System (NGS): Taxi-Out The NGS does not operate during taxi out and is not affected by EOT operations during taxi-out. Taxi-In To supply bleed air pressure and cooling air for the NGS, ensure the left manifold is pressurized, and the left air conditioning pack is on. There are no flight deck indications for the NGS. Hydraulics

Hydraulic system effects during EOT operations are not affected by the operational state of the APU (ON or OFF). Any electric generator is capable of providing power to A and B Electric Motor-Driven Pumps (EMDPs). Due to the redundant design of the hydraulic system, EOT operations will not result in any inoperable systems. When hydraulic power is provided by a single EMDP, hydraulic demand can exceed the capabilities of the EMDP, resulting in affected systems operating at reduced rates. When taxiing with engine #2 shutdown, depending on the hydraulic load of the airplane, the brakes can switch from hydraulic system B normal brakes to hydraulic system A alternate brakes. Use of alternate brakes can cause undesired transfer of hydraulic fluid between the systems due to valve operation.


Ap pend ix A : Ai r Sys tem s System Considerations and Flight Deck Effects Not Operable Components/Systems

Configuration 1 Engin e #1 OFF, Engin e #2 ON, APU OFF

On ground, two packs cannot be operated with the isolation valve open

•

With both PACK switches in AUTO or HIGH, and with both engine BLEED air switches ON, if the isolation valve switch is in AUTO, the valve will remain closed. The right engine will supply bleed air to the right pack.

•

Considerations Air Systems

Configuration 2 Engin e #1 OFF, Engin e #2 ON, APU ON

None

•

With both PACK switches in AUTO or HIGH, and with both engine BLEED air switches ON, if the isolation valve switch is in AUTO, the valve will remain closed. With the right engine bleed switch selected to ON, and the isolation valve closed, the APU will supply bleed air to the left pack and the right engine will supply bleed air to the right pack.

•

•

Airflow will be less than normal.

•

None

•

•

None

Impact •

Flight Deck Effects

The amber DUAL BLEED light can illuminate depending on left and right engine bleed switch, APU bleed switch, and isolation valve switch positions. When the DUAL BLEED light is illuminated, thrust must be limited to idle.

•

Page 12 of 30


Ap pend ix A (co nt inu ed): Ai r Sys tem s System Considerations and Flight Deck Effects

Configuration 3 Engin e #1 ON, Engin e #2 OFF, APU OFF

On ground, two packs cannot be operated with the isolation valve open.

•

Not Operable Components/Systems

With both PACK switches in AUTO or HIGH, and with both engine BLEED air switches ON, if the isolation valve switch is in AUTO, the valve will remain closed. The number one engine will supply bleed air to the left pack.

•

Considerations Air Systems

Configuration 4 Engin e #1 ON, Engin e #2 OFF, APU ON

None

•

With both PACK switches in AUTO or HIGH, and with both engine BLEED air switches ON, if the isolation valve switch is in AUTO, the valve will remain closed.

•

Airflow will be less than normal.

•

None

•

•

None

Impact •

Flight Deck Effects

The amber DUAL BLEED light can illuminate depending on left and right engine bleed switch, APU bleed switch, and isolation valve switch positions. When the DUAL BLEED light is illuminated, thrust must be limited to idle.

•

Page 13 of 30


Ap pend ix B : Au tom atic Flig ht System Considerations and Flight Deck Effects

Conf ig ur atio n 1 Engin e #1 OFF, Engin e #2 ON, APU OFF

TOGA mode.

•


•

Considerations Automatic Flight Impact

None

•

•

Flight Deck Effects

Both electrical busses are powered by GEN 2, TOGA mode is inhibited.

FMA mode annunciation can be displayed momentarily then removed. The autothrottle will not engage.

Conf ig ur atio n 2 Engin e #1 OFF, Engin e #2 ON, APU ON

None

•

None

•

None

•

None

•

Page 14 of 30


Ap pend ix B (co nt inu ed): Au tom atic Flig ht System Considerations and Flight Deck Effects

Conf ig ur atio n 3 Engin e #1 ON, Engin e #2 OFF, APU OFF

•

TOGA mode

Conf ig ur atio n 4 Engin e #1 ON, Engin e #2 OFF, APU ON

None

•

Not Operable Components/Systems •

Automatic Flight

Considerations

Both electrical busses are powered by GEN 1, TOGA mode is inhibited.

None

•

Impact

•

Flight Deck Effects

FMA mode annunciation can be displayed momentarily then removed. The autothrottle will not engage.

None

•

None

•

None

•

Page 15 of 30


Ap pend ix C: Electrical System Considerations and Flight Deck Effects


#1 GEN not powered APU GEN not powered Manual load shedding may be required to remain below AFM limitation for single engine generator ground operations. As of the time of publication of this bulletin the AFM limitation is 75 KVA (215 Amp).

•


#1 GEN not powered

•

•


•

With CAB/UTIL switch ON total load can exceed AFM limitation for single engine generator ground operations. Automatic load shedding does not activate until load exceeds 90 KVA. With the GALLEY or CAB/UTIL switch OFF, total load will be less than the AFM limitation, assuming there has not been a post-delivery modification to the airplane electrical system that causes a large increase in electrical loading.

•

Electrical

Considerations

The APU generator should power the AC transfer bus on the side of the shutdown engine.

•

•

None

•

None

•

Impact #1 SOURCE OFF and DR IVE amber lights will illuminate. #1 GEN OFF BUS blue light will illuminate.

•

Flight Deck Effects

None

•

•

Page 16 of 30


Ap pend ix C (c on ti nued ): Electrical System Considerations and Flight Deck Effects


#2 GEN not powered APU GEN not powered Manual load shedding may be required to remain below AFM limitation for single engine generator ground operations. As of the time of publication of this bulletin the AFM limitation is 75 KVA (215 Amp).

•


#2 GEN not powered

•

•


•

With CAB/UTIL switch ON total load can exceed AFM limitation for single engine generator ground operations. Automatic load shedding does not activate until load exceeds 90 KVA. With the GALLEY or CAB/UTIL switch OFF, total load will be less than the AFM limitation, assuming there has not been a post-delivery modification to the airplane electrical system that causes a large increase in electrical loading.

•

Electrical

Considerations

The APU generator should power the AC transfer bus on the side of the shutdown engine.

•

•

None

•

None

•

Impact #2 SOURCE OFF and DR IVE amber lights will illuminate. #2 GEN OFF BUS blue light will illuminate.

•

Flight Deck Effects

None

•

•

Page 17 of 30


Ap pend ix D: Engines, APU System Considerations and Flight Deck Effects


None

•


None

•

Not Operable Components/Systems During EOT operations, engine operation limits as specified in the FCOM should be followed including engine warm up and cool down time and an increase in engine oil temperature before takeoff.

•

Considerations Engines, APU

None

•

During EOT operations, engine operation limits as specified in the FCOM should be followed including engine warm up and cool down time and an increase in engine oil temperature before takeoff.

•

None

•

Impact

Flight Deck Effects

Indicators for EGT, fuel flow, oil pressure, and oil temperature for the #1 engine will be blank. LOW OIL PRESSURE amber alert will remain illuminated for the #1 engine.


•

•

•

•

Page 18 of 30


Ap pend ix D (c on ti nued ): Engines, APU System Considerations and Flight Deck Effects Not Operable Components/Systems


None

•


•

Considerations Engines, APU

None

•

Impact

Flight Deck Effects



None

•


•

None

•


•

•

•

•

Page 19 of 30


Ap pend ix E: Flight Controls System Considerations and Flight Deck Effects Not Operable Components/Systems



None

•

The following items should be set before taxiing: - Stabilizer trim for takeoff - Flaps for takeoff

•

After both engines are operating, the flight crew should perform: - The Before Taxi Procedure - The Before Taxi normal checklist - The Before Takeoff Procedure - The Before Takeoff normal checklist

•

Considerations Flight Controls

Identical to Configuration 1

None

•

Impact

None

•

Flight Deck Effects

Page 20 of 30


Ap pend ix E (c on ti nued ): Flight Controls System Considerations and Flight Deck Effects






Considerations Flight Controls Impact

Flight Deck Effects

Page 21 of 30


Ap pend ix F: Flight Management, Navigation System Considerations and Flight Deck Effects Not Operable Components/Systems



None

•

Flight Management Computer (FMC) V-speeds can be affected by the bleed configurations. Verify the V-speeds after both engines are running.

•

Considerations Flight Management, Navigation

Identical to Configuration 1 None

•

Impact

None

•

Flight Deck Effects

Page 22 of 30


Ap pend ix F (c ont in ued): Flight Management, Navigation System Considerations and Flight Deck Effects






Flight Management, Navigation

Considerations

Impact

Flight Deck Effects

Page 23 of 30


Ap pend ix G: Fuel System Considerations and Flight Deck Effects



Each engine must use fuel from the fuel tank which will be used for takeoff for a minimum of 3 minutes at idle thrust, or at a thrust level which will consume an equivalent amount of fuel, following engine start and prior to takeoff.


None

•


Considerations Fuel

Based on the fuel load, fuel balancing may be required. Follow Fuel Balancing supplementary procedure.

•

Impact

#1 ENG VALVE CLOSED light will illuminate dim blue. #1 SPAR VALVE CLOSED light will illuminate dim blue.

•

Flight Deck Effects

•

Page 24 of 30


Ap pend ix G (c on ti nued ): Fuel System Considerations and Flight Deck Effects



Each engine must use fuel from the fuel tank which will be used for takeoff for a minimum of 3 minutes at idle thrust, or at a thrust level which will consume an equivalent amount of fuel, following engine start and prior to takeoff.


None

•


Considerations Fuel

Based on the fuel load, fuel balancing may be required. Follow Fuel Balancing supplementary procedure.

•

Impact

#2 ENG VALVE CLOSED light will illuminate dim blue. #2 SPAR VALVE CLOSED light will illuminate dim blue.

•

Flight Deck Effects

•

Page 25 of 30


Ap pend ix H: Fuel, Nitrogen Generation System System Considerations and Flight Deck Effects Not Operable Components/Systems


None

•

For EOT taxi-in it is recommended that the isolation valve be opened and the left air conditioning pack be selected on to supply bleed air and cooling air to the N GS.

•

Considerations Fuel, Nitrogen Generation System (NGS)

No impact to system operation or performance if the isolation valve is open and the left air conditioning pack is on. The system is not functional if the left air conditioning pack is off or the isolation valve is closed.

•

Impact


None

•

To supply bleed air pressure and cooling air for the NGS, ensure bleed air is available to the left manifold, and the left pack is on.

•

The system is not functional if the left air conditioning pack is off or the isolation valve is closed.

•

•

None

•

None

•

Flight Deck Effects

Page 26 of 30


Ap pend ix H (c on ti nued ): Fuel, Nitrogen Generation System System Considerations and Flight Deck Effects Not Operable Components/Systems

Conf igu rat ion 3 Engin e #1 ON, Engin e #2 OFF, APU OFF


None

•

Ensure bleed air is available to the left manifold and the left air conditioning pack is operated to supply bleed air and cooling air.

•

Fuel Nitrogen Generation System (NGS)

Considerations

Identical to Configuration 3 None

•

Impact None

•

Flight Deck Effects

Page 27 of 30


Ap pend ix I: Hydraulics System Considerations and Flight Deck Effects Not Operable Components/Systems


Conf igu rat io n 2 Engin e #1 OFF, Engin e #2 ON, APU ON

None

•

The A hydraulic system EMDP will be the only source of power to the number one Engine Thrust Reverser, Ground Spoilers 1, 6, 7, and 12, Flight Spoilers 2, 4, 9, and 11, Alternate Brakes, Nose Gear Steering. Considering normal taxi conditions, Nose Gear Steering will account for the majority of the hydraulic demand which can be adequately supplied by the system EMDP.

•

Considerations

Hydraulics

•

Moving multiple flight control surfaces simultaneously can cause the hydraulic demand to exceed the capabilities of the EMDP resulting in movement at reduced rates.

•

Impact


ENG 1 LOW PRESSURE amber light will illuminate Hydraulic demands can cause hydraulic system A pressure to fluctuate. If EMDP pressure reduces below 1300 PSI the following flight deck effects will be present: ELEC 2 LOW PRESSURE amber light will illuminate Flight Control system A LOW PRESSURE amber light will illuminate.

• •

•

Flight Deck Effects

• •

Page 28 of 30


Ap pend ix I (c ont inu ed): Hydraulics System Considerations and Flight Deck Effects


Conf igu rat io n 4 Engin e #1 ON, Engin e #2 OFF, APU ON

None

•

Not Operable Components/Systems The B hydraulic system EMDP will be the only source of power for the Leading Edge Flaps & Slats, Auto Slats, Trailing Edge Flaps, Right Thrust Reverse, Flight Spoilers 3, 5, 8, and 10, Normal Brakes. Considering normal taxi conditions, extension of the trailing edge flaps and leading edge devices will occur at reduced rate. Low B system pressure can cause alternate brake operation resulting in undesired fluid transfer between hydraulic systems.

•

Considerations

•

•

Hydraulics

Moving multiple flight control surfaces simultaneously can cause the hydraulic demand to exceed the capabilities of the EMDP resulting in movement at reduced rates.

•

Impact


ENG 2 LOW PRESSURE amber light will illuminate. Hydraulic demands can cause B system pressure to fluctuate. If EMDP pressure reduces below 1300 PSI the following flight deck effects will be present: ELEC 1 LOW PRESSURE amber light will illuminate Flight Control system B LOW PRESSURE amber light will illuminate.

• •

•

Flight Deck Effects

• •

Page 29 of 30

Engine Out Taxi

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