Engine malfunction on approach

[gearlever]

Let's say one of your CF6 or similar engines on a heavy twin e.g. A330 emitted a bang and streaks of flames (unclear whether as result of a bird strike or similiar) during approach at 1.200ft AGL to a 3.600m rwy.

G/A or thrust lever idle and land?

[Sidestick_n_Rudder]

I might even say - do nothing and land. Wouldn’t bother shutting it down close to the ground.

[pineteam]

Agreed with Sidestick_n_Rudder. In that case, as well long as you have aircraft under control, it’s wiser to land than to attempt a go around.

[Intruder]

For the CF6 on the 747, initial procedure for a stall is to reduce thrust until it stops, to idle if necessary. Then, bleed air switch off. I would likely stop there on short final.

I actually had one do this at about 700' on approach to HKG at night. F/O was flying, so I simply pulled back the thrust lever on the affected engine with one finger after telling him I was going to do it. He continued the approach without missing a beat. Good news was that all the turbine parts that had exited the nacelle did so over the harbor, and the runway was clean...

FWIW, that one was on a Classic, so the FE may have done the bleed air thing, but I don't remember the details. The EGT spiked after landing, so we did shut it down on rollout.

[misd-agin]

Losing a donk, or bringing one back to idle, on a 747 is a lot different than losing an engine on a twin.

We're given either option - continue with current flap setting, continue with F20 (s/e engine) flap setting, or G/A.

[Atlas Shrugged]

TL idle & land. Happened once. 767. Engine kept running. There was some vibration, but you couldn't feel it. The display was showing it, but the engine didn't seem to care. First reaction to almost anything - reset the clock and keep hands away from things until the brain catches up. No flying reason to rush.

[compressor stall]

Originally Posted by misd-agin

Losing a donk, or bringing one back to idle, on a 747 is a lot different than losing an engine on a twin..

On takeoff I’d agree.

But where’s the (big picture) difference on a stable approach at 1000’?

[vilas]

G/A or thrust lever idle and land?

1200AGL not that close to the ground and above stabilization height. It's almost 2 mts. to touchdown. Either GA and do proper procedure or if you are going to bring the THR lever to idle then might as well complete two more actions and land. If it was below 500ft you could just go ahead and land.

[extricate]

Not to forget to check how much fuel you'r left with...

[Atlas Shrugged]

You should probably already know that.......

[vilas]

Not to forget to check how much fuel you'r left with..

You check fuel at 1200ft AGL on approach? Then what do you do in approach briefing?

[CaptainSouth]

[gearlever]

Thx CaptainSouth,
sounds like a BOEING manual.
Any source?
Thx

[CaptainSouth]

FCTM 787 and was in 767 also