Engine Failure or Shutdown checklist 737NG
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Engine Failure or Shutdown checklist 737NG
Hi guys
I would like to know in which circumstances the engine failure part of the checklist is applicable and the shutdown part.For instance if you have an Engine overheat and the checklist recomend you to retard the Throttle until the overheat disappear you may consider this engine failed somehow hende you can do the engine failure side of the checklist but not the shutdown.And the same engine failure or shutdown chcklist does'nt incluse at the end to cut off the start levers but it directs you to the one engine inoperative landing checklist
I would like to know in which circumstances the engine failure part of the checklist is applicable and the shutdown part.For instance if you have an Engine overheat and the checklist recomend you to retard the Throttle until the overheat disappear you may consider this engine failed somehow hende you can do the engine failure side of the checklist but not the shutdown.And the same engine failure or shutdown chcklist does'nt incluse at the end to cut off the start levers but it directs you to the one engine inoperative landing checklist
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Didn't know the Engine Failure or Shutdown NNC on the 737 has 2 parts/sides. I thought it was the same checklist for 2 conditions: an engine failure or an engine shutdown - but the steps are the same of both conditions.
And why would the engine be automatically considered as failed, especially if the OVERHEAT light extinguishes. For example, you get the OVERHEAT light on takeoff, then do memory items, pull the throttle back a bit to let's say climb thrust and the light then extinguishes. Would you consider an engine which is working normally at climb thrust as failed? Just because the engine won't give you full rated thrust it without problems, it doesn't mean it's failed. And FYI, if the OVERHEAT light remains illuminated, you do the Engine Fire or Engine Severe Damage or Separation NNC, not the Failure or Shutdown one.
And why would the engine be automatically considered as failed, especially if the OVERHEAT light extinguishes. For example, you get the OVERHEAT light on takeoff, then do memory items, pull the throttle back a bit to let's say climb thrust and the light then extinguishes. Would you consider an engine which is working normally at climb thrust as failed? Just because the engine won't give you full rated thrust it without problems, it doesn't mean it's failed. And FYI, if the OVERHEAT light remains illuminated, you do the Engine Fire or Engine Severe Damage or Separation NNC, not the Failure or Shutdown one.
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I'm going to say English isn't his(her) first language and that maybe we should make sure to understand the question before condemning it.
It might be a RFTM, maybe not.
It might be a RFTM, maybe not.
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I share your concerns, TT, and it appears that this particular 'co-pilot' has very little knowledge of operating an aircraft, and is possibly French and indeed may be a flight simmer 'masquerading' as a pilot, which may explain the OP text and question.
He/she is unsure of what RTOW is, and to quote our noble moderator here from that previous thread
He/she is unsure of what RTOW is, and to quote our noble moderator here from that previous thread
Originally Posted by JT
I'm sort of reading between the lines and seeing that you might be confusing RTOW with actual TOW ?
I can only imagine that your Type ground course and/or ops eng training associated with the rating training was a tad undercooked ?
I can only imagine that your Type ground course and/or ops eng training associated with the rating training was a tad undercooked ?
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First; it appears that there is censorship - of the unnecessary kind - being conducted by PPRunNe moderators.
Secondly; irrespective of the native tongue of N1 Limit, it is of concern to me that there may be a "commercial pilot" asking such a question.
Presumably, the Training Department (if any) would have conducted their training using the applicable native tongue, although clearly not to any acceptable standard.
If the training was conducted in English, it would appear that the student did not have the required level of English competency to comprehend the training - or did not pay attention.
If the question is asked by a Captain, lets hope they are flying with a very experienced F/O. If the question is asked by an F/O, lets hope the Captain is fit and healthy.
Of course this individual may be an ex-BMI pilot, which would explain their obvious confusion with shutting down engines.
Secondly; irrespective of the native tongue of N1 Limit, it is of concern to me that there may be a "commercial pilot" asking such a question.
Presumably, the Training Department (if any) would have conducted their training using the applicable native tongue, although clearly not to any acceptable standard.
If the training was conducted in English, it would appear that the student did not have the required level of English competency to comprehend the training - or did not pay attention.
If the question is asked by a Captain, lets hope they are flying with a very experienced F/O. If the question is asked by an F/O, lets hope the Captain is fit and healthy.
Of course this individual may be an ex-BMI pilot, which would explain their obvious confusion with shutting down engines.
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Perhaps i'll try and address the OP:
Are you enquiring as to our actions if we have some sort of engine problem that directs us to run the engine at idle or close to idle (in your example, in an OVHT or maybe a surge or stall) yet not shut it down?
We have had this in the sim recently. Obviously, to shut down a working engine, even if only generating idle thrust, is silly. It is still providing viable electrics, hydraulics, and pneumatics. In this situation we would run it at idle and then go to the One Engine INOP landing checklist.
Remember that the QRH is just a checklist - it cannot cover every situation and this is one of them. Just because you aren't specifically directed to an appropriate checklist, doesn't stop you from using your brain and choosing the best course of action.
Are you enquiring as to our actions if we have some sort of engine problem that directs us to run the engine at idle or close to idle (in your example, in an OVHT or maybe a surge or stall) yet not shut it down?
We have had this in the sim recently. Obviously, to shut down a working engine, even if only generating idle thrust, is silly. It is still providing viable electrics, hydraulics, and pneumatics. In this situation we would run it at idle and then go to the One Engine INOP landing checklist.
Remember that the QRH is just a checklist - it cannot cover every situation and this is one of them. Just because you aren't specifically directed to an appropriate checklist, doesn't stop you from using your brain and choosing the best course of action.
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Thanx MrHorgy you've answered my queries,i believe common sense plays a major role in the troubleshootbbeyond QRH.Thanks for sharing your experience
