Hi daw, we only perform a cat 3 approach using autoland, so if one engine fails , no autoland is possible anymore, and you have to go around.
As always, the Captain has got the final word in such a critical situation: if he feels safer to land like that, because he's very close to the ground with enough in sight, he can do it.
This is also written in our SOP, thanks god.
Yes it takes handling skills to land after being destabilized by an engine failure at 100ft.
If in doubt, go around.
Hi alex, fine thanks, flying a lot... tired...
Losing an engine on final with a decision to go around, I think, can be spilt in two cases:
1) you are high enough to call for Vref+15 (on the 300) or Vref+20 (on the 400. That's for extra tail clearance, Boeing says), and for Flaps 15,
before pulling up.
Automatically, without even thinking about it, still descending on the glideslope.
Then pulling up, and calling for Flaps 1.
You'll climb at V2 Flaps one, better gradient than Flaps 15, of course.
2) you are close to the ground, as per your scenario, and of course you have to pull up immediately.
In this case I think it's better to use Flaps 15.
Morale of the story, imho: flaps retraction is quite slow, so in both cases there are no problems, if you have a minimum of good handling skills.
Just remember this: at Vref+15/20 you'll get manouvering margins if you climb with Flaps 15, or V2 margins if you climb with Flaps one.
Both margins are acceptable to us, so funny is, with this beautiful spartan machine,
it doesn't matter what flap you use!!!
Funny isn't it? Just fly smoothly, in total control of all elements.
There are no problems at all.
LEM