Originally Posted by joepilot50

Decent tailwind will blow engine #2's exhaust into the inlet on the 737.

When that happens, I do switch back to normal config and opt for 30% N1 when possible.

But I don't outright object to taxiing out or in on the APU bleed. Will give it a shot and if we start to smell exhaust, go to Plan B. But APU bleed taxi is always Plan A in hot temps.

Solution is obviously shut down number 2 if you decide to SET, but depending on which way you turn for the gate, can make your job fun by always electing to shut down #2.

I am not against SET. I have toyed around with it on the NG. Obviously it is no issue on the Max even when heavy( I have set a Max at 170,000 lb. and it was easy on flat ground at least). Only issue with the Max is just timing the other engine given how long it takes to start the LEAP's. When I had that 50 minute taxi in ORD in an NG, it was a pain to SET. Getting it moving from a standstill required ~50% N1 on the running engine and it was slow to accelerate. Can't recall the weight, but it was less than 155,000 lb. as that is my cutoff on whether I SET at all through my playing around. And as stated the CEFA app stated it only saved 100 lb. Didn't really prevent a RTG or diversion. Now again 2000 flights saving 100 lb on taxi adds up for the company. But just looking at my flight, it was nothing.

When the NG is below 140,000 lb. does it seem happy to SET. 140,000-150,000 lb depends on how flat it is. Even taxing on Kilo on the echo echo route can require 35-45% N1 on the running engine to maintain speed.