JulianUK From United Kingdom, joined Apr 2006, 105 posts, RR: 0 Posted (7 years 3 weeks 1 day 14 hours ago) and read 7431 times:
Can anyone give me an idea of the checklist for a single engine failure for a 737/757 aircraft? Who would do what first and if it was not a fire but could not be restarted who is doing what at what stage? I am interested in whether you have to start trimming the aircraft straight away, or taking the autopilot/autothrottles off and flying manually?
And worse of all if this failure occurs either on approach or rotation where does the check list fit in while doing all the rest of things that happen with approach/rotation - would you be calling V2 etc or go straight to check list for engine failure?
Clumsy From Turkey, joined Dec 2005, 3 posts, RR: 0 Reply 1, posted (7 years 3 weeks 14 hours ago) and read 7364 times:
Let' s be superficial...
(for 737)
During take off after you pass minimum flap retraction altitude you speed up your airplane, put your plane in clean configuration, adjust thrust and proceed with normal SID or Engine out SID while doing Engine Failure and Shutdown checklist. If conditions permit you may request Engine In-flight checklist.
During cruise just disconnect A/P and A/T, adjust your thrust and rudder trim, call for descent altitude and speed, turn out off the airway, call for Engine Failure and Shutdown checklist, if conditions permit you may request Engine In-flight checklist and eventhough you re-start the engine land as soon as possible to the nearest suitable airport.
While landing if you decide to land put flaps back into 15 degrees, increase speed 20 kts and land; or execute a go- around with flaps 15 ...
Every company has its own procedures based on Boeing one' s.
HTH
With my best regards,
Pilotaydin From Turkey, joined Sep 2004, 2498 posts, RR: 50 Reply 2, posted (7 years 2 weeks 6 days 23 hours ago) and read 7324 times:
Boeing recommends that you do not procede with any NNC (non normal checklist) if you are in the departure/arrival phase of flight, or if it jeaporsizes air safety..
in the case of an engine failure during takeoff, we don't do anything that much differnt, fly the plane, speed it up, clean it up and then procede with an engine fail shutdown checklist...which is very basic...it tells you to close the throttle, cutoff the fuel, switch off the a/c pack for the failed side, start the APU and replace the failed BUS with it and finally balance ur fuel.....
that takes about 30 seconds to do all that
The only time there is too much fuel onboard, is when you're on fire!
Pilotaydin From Turkey, joined Sep 2004, 2498 posts, RR: 50 Reply 4, posted (7 years 2 weeks 6 days 17 hours ago) and read 7285 times:
hey there, good question. If we have dispatched with 2 normally working CSDs and the engine comes back online, it is normal practice, at least from what i've seen, to leave the APU on for a little while, just incase the engine craps out again. All that will depend on the conditions for failure...if it was a harmless flameout i,e a situation that permits a restart, then the APU can be switched off fairly soon. Depending on the a/c the APU can come online in a range from 30 seconds, and sometimes it takes up to 1.5 minutes! just depends on how she feels LOL.
At night it is common practice at our airline to switch the APU on, during final approach, in case we go around and have an engine failure, we have a crucial element...electricity! Even in the sim it's nerve wrecking when electrical faults start coming at you, eventually causing u to fly on DC stanby power with only a handful of instruments working....
nothing is a gurantee in this world....you can lose one engine, thus losing the generator, then you can lose the generator in the other engine.... anything can happen, so the APU consumes little fulel at altitude, about 17kg/hour and on the ground somewhere around 150 kg/hour...basically nothing much
please send any other questions i can be of assistance with
The only time there is too much fuel onboard, is when you're on fire!
Pilotaydin From Turkey, joined Sep 2004, 2498 posts, RR: 50 Reply 6, posted (7 years 2 weeks 6 days 14 hours ago) and read 7261 times:
the 737 is the backbone of commercial aviation....im really glad that i fly the -400 series and still have a chance to see some round dials and conventional instruments
you can use the feelthere wilco -3/4/500 series too, it's a good way to fly on fs9
The only time there is too much fuel onboard, is when you're on fire!
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