B737-Engine Failure on Final Approach

  B737

BRIEFINGS  BRIEFING S 

Remember that it could also happen to you!

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In his Flight Flight Crew Crew Traini Training ng Manual Manual (FCTM), (FCTM), Boeing Boeing makes makes a speed speed differen difference ce between between 737600/700 and 737-800/900:

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ENGINE FAILURE ON FINAL APPROACH B737-600/700

B737 -800/900

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If an engine engine failure failure should should occur occur on final final approa approach ch with the flaps flaps in the landing landing positio position, n, the decision to continue the approach or execute a go-around should be made immediately.

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If the approac approach h is contin continued ued and sufficie sufficient nt thrust thrust is availa available ble,, contin continue ue the approa approach ch with landing flaps.

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If the approach approach is continued continued and sufficient sufficient thrust thrust is not available available for for landing flaps: flaps: Ê Retract the flaps to 15

Ë  Adjust thrust on the operating engine. Speed should be increased to 15 to  15 knots over knots  over the previously set flaps 30 or 40 VREF. This is equal to at least VREF for flaps 15.

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Speed should be increased to  20 knots over knots  over the previously set flaps 30 or 40 VREF. This is equal to at least VREF for flaps 15.

If a go-around go-around is required, required, follow follow the Go-Around Go-Around and Missed Missed Approach Approach procedures procedures except except use flaps 15 initially if trailing edge flaps are at 30 or 40. Subseq Subsequen uentt flap retracti retraction on should should be made made at a safe safe altitu altitude de and in level level flight flight or a shallo shallow w climb.

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  B737 BRIEFINGS 

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  B737

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Think fast. In deciding whether to continue or not, the Captain must consider Runway Length Available vs. Landing Distance Required. This consideration may not necessarily require specific examination of performance data contained in the QRH (there in fact no time for that!), but may be decided by the Captain based on his knowledge of the Aircraft’s capabilities and familiarization with the runway being approached. Remember that Boeing provides advisory values in its QRH. By interpolation, you can keep in mind:

B737-800 LANDING DISTANCE ONE ENGINE INOP* [CFM56-7B26 / Category C Brakes / JAA-JAROPS] Values valid for Flaps 15 landing at MLW (65,317 kg)

DRY RUNWAY

1025 m / 3400 ft

BRAKING ACTION = GOOD

1430 m / 4700 ft

BRAKING ACTION = MEDIUM

2065 m / 6800 ft

BRAKING ACTION = POOR

2840 m / 9400 ft

*Reference distance assumes sea level, standard day, with no wind or slope.  Actual (unfactored) distances are shown. Includes distance from 50 ft above runway threshold (305 m of air distance).  Assumes maximum manual braking and maximum reverse thrust when available on operating engine(s).

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Initial target thrust adjustment may be as much as 80% to 85% N1 (B737-800) in any configuration. Considering the B737-800, when the target speed of VREF+20 (over the previously set flaps 30 or  40 VREF) is achieved, adjust the target thrust accordingly, i.e. approximately 74% N1 for Gear  Down and Flaps 15.

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  B737 BRIEFINGS 

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  B737

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Anticipate rudder adjustment. Rudder trim may be set to zero to facilitate directional control during thrust reduction. This should be accomplished by 500 feet AFE to allow the PM ample time to perform other duties and make appropriate altitude callouts. Centering the rudder trim before landing allows most of the rudder pedal pressure to be removed when the thrust of the operating engine is retarded to idle at touchdown. Full rudder authority and rudder pedal steering capability are not affected by rudder trim. It may not be advisable to center the rudder trim due to crew workload and the possibility of a missed approach. However, if touchdown occurs with the rudder still trimmed for the approach, be prepared for the higher rudder pedal forces required to track the centerline on rollout.

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If the aircraft is not stabilized: GO AROUND! Once the Flap 15 configuration is established and the target speed of VREF + 20 kts has been achieved, a subsequent go-around must be flown with flaps 1. If the target speed of VREF + 20 kts has not been achieved, the go-around should be flown in the Flaps 15 configuration.

Some operators have a strict policy concerning engine failure on final approach. is one of them:

ENGINE FAILURE ON FINAL APPROACH (IMC) SITUATION

OPTION

REMARKS

 Above 1000 feet

Continue Approach or Go-Around

Aircraft must be stabilized by 1000 feet

Below 1000 feet

Go-Around

Standard Missed approach (Use F15°)

ENGINE FAILURE ON FINAL APPROACH (VMC) SITUATION

OPTION

 Above 1000 feet

Aircraft must be stabilized by 1000 feet Continue Approach or Go-Around

Below 1000 feet

REMARKS

 Aircraft must be stabilized by 500 feet

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  B737 BRIEFINGS 

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  B737

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Do not overcontrol the rudder which is powered by the standby hydraulic system.

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Do not rush

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Do not make a flat approach.

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Do not make an overweight landing.

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Do not apply excessive forward pressure to the control column on touchdown. Excessive forward pressure without the speedbrakes deployed can result in less weight on the main gear and reduced braking capability. Do not attempt to taxi the airplane after stopping because the accumulator pressure may be depleted or close to being depleted.

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