Single Engine Landing 737-800
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Single Engine Landing 737-800
Hi all you 737-800 drivers,
I was wondering why does the 737-800 has to perform a single engine landing with flaps 15 only and not more?
Regards!!
I was wondering why does the 737-800 has to perform a single engine landing with flaps 15 only and not more?
Regards!!
Join Date: Feb 2007
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S/E landing
Hi.
You dont HAVE TO land with flaps 15 in S/E . As per the FCTM if an engine fails during final approach whilst in landing configuration(flaps 30/40) you can continue the approach and land in present config IF adequate thrust is available...else reconfigure to flaps 15.
Cheers!!
You dont HAVE TO land with flaps 15 in S/E . As per the FCTM if an engine fails during final approach whilst in landing configuration(flaps 30/40) you can continue the approach and land in present config IF adequate thrust is available...else reconfigure to flaps 15.
Cheers!!
I think you will find that all two engined aircraft (I stand to be corrected) will land single engine with a reduced flap setting for performance reasons in case of a go-around. Nothing however prevents the captain to decide to use full flaps if runway length is an issue.
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...if field length is an issue?
Can only come to think of one scenario in which this applies - an uncontained fire where it has already been determined that a go-around is no longer a possibility.
Even then, putting yourself in a situation where you might not have power to drag the aircraft over the fence is probably not such a hot idea. Methinks it would be better risk management - especially in high headwinds - to fly at the correct flap setting and then accepting the 40 kt. overrun at the end of the runway.
It's good practice to brief for both emergencies with time and little time available - and flying around with the wing on fire
is not really that much safer than landinging back on a runway that you know is too short single-engine at your current weight - and accepting the overrun.
But then again, that's just this punters view
- so don't get overly excited!
Can only come to think of one scenario in which this applies - an uncontained fire where it has already been determined that a go-around is no longer a possibility.
Even then, putting yourself in a situation where you might not have power to drag the aircraft over the fence is probably not such a hot idea. Methinks it would be better risk management - especially in high headwinds - to fly at the correct flap setting and then accepting the 40 kt. overrun at the end of the runway.
It's good practice to brief for both emergencies with time and little time available - and flying around with the wing on fire
is not really that much safer than landinging back on a runway that you know is too short single-engine at your current weight - and accepting the overrun.But then again, that's just this punters view
- so don't get overly excited!
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Hello boys,
i think that the correct flap setting for a S/E landing is 15, due to the minimum go around gradient of 2,5%, that is garanted only with flap 1 in Go Around thrust with 1 e/o.
In fact in case of go around will be G/A Flap 1 instead of G/A Flap 15 (with two engine operating)
cheers
i think that the correct flap setting for a S/E landing is 15, due to the minimum go around gradient of 2,5%, that is garanted only with flap 1 in Go Around thrust with 1 e/o.
In fact in case of go around will be G/A Flap 1 instead of G/A Flap 15 (with two engine operating)
cheers
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Isn't that what the two gates are for on the flap selector?
The upper one for a single engine go-around flap selection, and the lower one for a two engine go-around!
At least, that's my understanding!
Cheers, FD
The upper one for a single engine go-around flap selection, and the lower one for a two engine go-around!
At least, that's my understanding!
Cheers, FD
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Just to put some things right.When you lose an engine lets say at 1000ft on final the recommended boeing procedure is to increse VAPP by 20kts and select Flaps15. This done only if you know rwy length is sufficient ofcourse. I had this conversation with a few people and everyone has their own opinion.What i would do if i had an engine fire that wouldnt go out and i had to land on a short rwy then i would go at least with flaps30. Reason for this is because in such a case go around for me is not an option since the wing is on fire.
Originally Posted by Lucky Angel
Just to put some things right.When you lose an engine lets say at 1000ft on final the recommended boeing procedure is to increse VAPP by 20kts and select Flaps15.
"If an engine failure should occur on final approach with flaps in the landing position, the decision to continue the approach or execute a go-around should be made immediately. If the approach is continued and sufficient thrust is available, continue the approach with landing flaps. If the approach is continued and sufficient thrust is not available for landing flaps, retract to flaps 15 and adjust thrust on the operating engine." (Emphasis mine.) For the 737-3/4/500, the FCTM prescribes flaps 15 regardless of thrust.
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Energy management...
Lucky Angel,
Next time in the sim - when all the boxes have been ticked - ask your TRI to set you up at 65T, 30 kt headwind and a 3 deg. GS on one engine @ F15.
Now record - for later reference - the N1 you end up using.
Then do the same exercise - but with F30.
After that experience, come back here and share your views on SE approaches with more than F15. And remember, we are talking about an immediate return scenario, so you could be anywhere upwards of 74T - and with headwinds upwards of 60 kts. Plus, if you find yourself running out of thrust, remember that the subsequent retraction to F15 will in all likelihood be performed from a condition of already being in a low-energy situation.
Therfore, IMHO, I wouldn't want to throw away or destabilise the only shot at an approach you might get. Go F15 - in extreme headwinds and low GS angles you might even want to leave the gear late.
Next time in the sim - when all the boxes have been ticked - ask your TRI to set you up at 65T, 30 kt headwind and a 3 deg. GS on one engine @ F15.
Now record - for later reference - the N1 you end up using.
Then do the same exercise - but with F30.
After that experience, come back here and share your views on SE approaches with more than F15. And remember, we are talking about an immediate return scenario, so you could be anywhere upwards of 74T - and with headwinds upwards of 60 kts. Plus, if you find yourself running out of thrust, remember that the subsequent retraction to F15 will in all likelihood be performed from a condition of already being in a low-energy situation.
Therfore, IMHO, I wouldn't want to throw away or destabilise the only shot at an approach you might get. Go F15 - in extreme headwinds and low GS angles you might even want to leave the gear late.
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We're not quite there yet...
First, the 737-800WS is certificated for one engine inoperative landing with flaps 30, performance permitting. 
Second, a good response to "engine malfunction" on approach is nonetheless, "flaps 15, bug plus [twenty (NG)/fifteen (EFIS)], confirm the failure" with a handful of thrust and co-ordinated rudder. You'll probably be slow and below glideslope, so lots and lots of thrust until you're in the groove again.
A couple more things that will help: First, to guard against the 'failed' engine springing back to life (there are lots of systems trying to get it going again), retard the thrust lever. There's no quick QRH for this, unless you decide that the ENGINE FIRE/SEVERE DAMAGE/SEPARATION checklist applies, so it's a commander's action - and best get it right! To keep everything quiet, you'll want to do the GROUND PROXIMITY FLAP INHIBIT too, again, by recall.
Then, concentrate on an accurate approach, slight flare, and stopping. Take a moment, if you can, to think through what you'll do once you've stopped, and remember you probably have a QRH to do.
Then, straight off to the chief pilot's office for tea and medals, of course...
Second, a good response to "engine malfunction" on approach is nonetheless, "flaps 15, bug plus [twenty (NG)/fifteen (EFIS)], confirm the failure" with a handful of thrust and co-ordinated rudder. You'll probably be slow and below glideslope, so lots and lots of thrust until you're in the groove again.
A couple more things that will help: First, to guard against the 'failed' engine springing back to life (there are lots of systems trying to get it going again), retard the thrust lever. There's no quick QRH for this, unless you decide that the ENGINE FIRE/SEVERE DAMAGE/SEPARATION checklist applies, so it's a commander's action - and best get it right! To keep everything quiet, you'll want to do the GROUND PROXIMITY FLAP INHIBIT too, again, by recall.
Then, concentrate on an accurate approach, slight flare, and stopping. Take a moment, if you can, to think through what you'll do once you've stopped, and remember you probably have a QRH to do.
Then, straight off to the chief pilot's office for tea and medals, of course...
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flh,
I stand corrected
- wasn't aware that the 8WS is certified for F30 SE landing. What engines, MTOM & MLM does the 8WS come with? With just 26K and 74,9/65,3 T it seems like a bit of a stretch to make it fly the approach 
- let alone the go-around.
I stand corrected
- wasn't aware that the 8WS is certified for F30 SE landing. What engines, MTOM & MLM does the 8WS come with? With just 26K and 74,9/65,3 T it seems like a bit of a stretch to make it fly the approach - let alone the go-around.
