Thrust lever stuck on B737, what do you do.
Don't forget the rudder and it's limitations.
Too much speed is not your problem until you get on the ground, too little is your problem in the air.
The piper must be paid either way.
Too much speed is not your problem until you get on the ground, too little is your problem in the air.
The piper must be paid either way.
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Make it a glider at a comfortable altitude and proximity to the airport. Maybe stay a dot high and wait for final configuration until close final. We did this in a jet landing at SNA with a 500 ft ceiling after curfew one night and landed at idle from 3 miles out. Yes, we got by with it and made the first turn off. 35 years ago. I don't do that crap now.
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Do not kow of this happening in any twin jet. I would suspect the use of drag in any form but would not worry about flap or gear overspeed limitations. Chop the overspeed engine at a low altitude, using aerodynamic breaking, better to steer off or run off the runway than landing short due to crytical miscalculation of glide expectations in an emergency.
RWY's like at JFK with over run retardent materal are great for scenarios like this.
RWY's like at JFK with over run retardent materal are great for scenarios like this.
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I think some of you are underestimating the difficulty of the situation. Having only one engine on a twin engine plane is difficult enough, let alone the opposing engine being stuck on maximum thrust.
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Selective on/off of the fire handles/low pressure/high pressure fuel cocks (depending on a/c type) with ignitors on continuosly, would permit thrust to be modulated until closer to finals. This would enable a/c to be configured for a final glide. If too low at this point, simply go round and try again!
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Selective on/off of the fire handles/low pressure/high pressure fuel cocks (depending on a/c type) with ignitors on continuosly, would permit thrust to be modulated until closer to finals - Aha!, we've gone full circle in aviation, the Sopwith Camel Technique!!!
Seriously though, the approach is going to be your only real challenge. Aircraft of the B737-200 and DC9 era (and most others which followed) use/used reduced Flap settings for OEI Approach. Personal observations of engine failure with Full Landing Flap, and the Flap being retracted to the OEI setting ALMOST compensated for the engine loss, with about 7% N1 increase required on the live engine. So....... throw the SOP out the window (allowed when you're having a 'bad hair day') and approach with FULL Landing Flap. Speed may still be a bit high on final (not as much as you may think), and use the NORMAL Landing performance data, which provides a 1.67 times multiplier on actual landing distance. For a 130 Kt Vref, that allows for about 169 kt at touch-down. Cut the fuel as the wheels touch down.
Worth thinking about
Regards,
Old Smokey
Seriously though, the approach is going to be your only real challenge. Aircraft of the B737-200 and DC9 era (and most others which followed) use/used reduced Flap settings for OEI Approach. Personal observations of engine failure with Full Landing Flap, and the Flap being retracted to the OEI setting ALMOST compensated for the engine loss, with about 7% N1 increase required on the live engine. So....... throw the SOP out the window (allowed when you're having a 'bad hair day') and approach with FULL Landing Flap. Speed may still be a bit high on final (not as much as you may think), and use the NORMAL Landing performance data, which provides a 1.67 times multiplier on actual landing distance. For a 130 Kt Vref, that allows for about 169 kt at touch-down. Cut the fuel as the wheels touch down.
Worth thinking about
Regards,
Old Smokey
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I'd bet that Old Smokey and I have shared a bar for lunch up on the hill by Seletar in Singapore!
This was a very usual sim exercise in the DC9 and Gulfstream types. 'Frozen' throttle just prior to TOC.
Energy mangement on descent, take your time, and when ready stop cock the bad one, and by the book the rest of the way in.
What the sim instructor would watch for was if the PF was having too much 'fun'. Then he'd start failing 'stuff' driven by the 'good' engine, or 'stuff' you'd like to have (but not need) for the approach, knowing you were goona shut the bad one and lose all of it's systems.
These types of sim instructors were abused as children.
Another fav was to 'freeze' BOTH throttles at idle at bottom of descent.
Pulled the T/R deploy C/B's, and flew the rest of the flight using the piggybacks for throttles.
Heard the sim instructor's head hit his desk as I proposed, and then did that one.
This was a very usual sim exercise in the DC9 and Gulfstream types. 'Frozen' throttle just prior to TOC.
Energy mangement on descent, take your time, and when ready stop cock the bad one, and by the book the rest of the way in.
What the sim instructor would watch for was if the PF was having too much 'fun'. Then he'd start failing 'stuff' driven by the 'good' engine, or 'stuff' you'd like to have (but not need) for the approach, knowing you were goona shut the bad one and lose all of it's systems.
These types of sim instructors were abused as children.
Another fav was to 'freeze' BOTH throttles at idle at bottom of descent.
Pulled the T/R deploy C/B's, and flew the rest of the flight using the piggybacks for throttles.
Heard the sim instructor's head hit his desk as I proposed, and then did that one.
