Single Engine Taxiing on Airbus Aircraft: What It Is and Why Airlines Use It

Single engine taxiing (often called one-engine taxi or OET) means shutting down one main engine after landing and taxiing to the parking stand using the remaining engine only. On twin-engine Airbus jets such as the A320 family, crews typically keep the number two engine running and secure engine one, or follow company-specific left/right preferences and airport procedures. It is an operational fuel-saving technique used by many real-world airlines; in the simulator it is a realistic way to practice checklist discipline and asymmetric thrust awareness on the way to the gate.

Why airlines do it

Jet fuel burned during taxi is small per minute compared with climb, but at busy hubs a ten- to twenty-minute taxi after landing happens daily on every aircraft. Running one high-bypass turbofan instead of two cuts fuel flow roughly in half for that segment. Multiplied across a fleet for a year, the savings are meaningful. Ground CO₂ and noise are slightly reduced as well, which matters at airports with strict environmental targets.

Airlines do not perform OET everywhere. Company policy, airport slope, surface contamination, APU availability, brake cooling, and traffic complexity all play a role. Wet runways, steep taxiways, or long distances with heavy aircraft weight may require both engines. Some carriers only allow OET inbound after landing when the aircraft is lighter and time pressure at the gate is lower.

Typical sequence after landing

After clearing the runway, the crew completes after-landing items: flaps up, radar off, anti-ice as required. Once cleared for single-engine taxi by checklist and policy, the pilot flying confirms clear area and calls for engine shutdown. The non-running engine is secured per SOP — often engine master off, fuel pumps and bleed logic follow the written procedure. The remaining engine provides thrust for turns; differential thrust replaces some brake use on long straight segments.

Asymmetric thrust pushes the nose unless corrected with rudder and nose-wheel steering. In the sim, expect to hold more pedal on tight turns away from the live engine. Speed stays low; most operators cap taxi speed well below normal two-engine habits.

APU and electrical/bleed considerations

Before shutting down an engine, many procedures require the APU to be running so electrical and pneumatic sources remain adequate for packs, pressurization if needed, and avionics. In Microsoft Flight Simulator or X-Plane with FBW or ToLiss Airbus models, start the APU before securing an engine to avoid unrealistic bus warnings — match your aircraft manual.

Simulation tips

• Practice on a quiet airport before trying at a dense scenery hub.
• Brief which engine stays running and verbalize “clear left/right” before shutdown.
• If your add-on supports it, use the ECAM status page to confirm only one engine in EPR/N1.
• Restart the second engine before pushback on the next flight unless you simulate maintenance.

When not to bother in the sim

Short taxi from runway to stand, training flights focused on approach and landing, or aircraft add-ons without proper APU modelling may make OET more hassle than learning value. Treat it as an optional realism layer, not a requirement for every leg.

Procedures vary by airline and aircraft variant. This article is for flight simulation education only — not operational guidance for real-world flying.