Definition

This article provides general guidance for flight crews regarding engine-out approaches and landings in turbine-powered transport category aircraft. Nothing herein supersedes aircraft-specific guidance in an operator's quick reference handbook (QRH), standard operating procedures (SOPs), or other official publications.

Discussion

For the purposes of this article, we will assume that whatever condition that led to the engine failure, emergency shutdown, or precautionary shutdown has been handled. The inoperative engine has been secured by following appropriate QRH steps, and air traffic control (ATC) knows an emergency landing will follow. Much of the guidance below comes from observing flight crews in simulator training and noting common mistakes.

Do Not Get Slow

More than likely, in a modern transport aircraft, the pilot flying (PF) will have been using autothrottles/autothrust prior to loss of the engine. The QRH may have directed the crew to turn off the autothrottles. Amid task saturation during the emergency, pilots can forget that they must then control the power manually. With the loss of an engine, the thrust lever for the operating engine(s) should be advanced to maintain speed. Crews in simulator training have been known to forget this step and let airspeed decay to stick-shaker speed.

On a related matter, if the QRH does not mandate deactivation of autothrottles, crews may wish to consider turning them off anyway. Some autothrottle systems will try to make large power changes to maintain speed. With the aircraft in an asymmetric thrust condition, this can cause speed fluctuations, wing rock, and uncoordinated flight. Pilots may find it easier to fly an engine-out approach by controlling power manually through smooth and gradual thrust lever movements. Adding power will require adding rudder input on the operating side: "More power, more boot in the rudder." Reducing power requires the opposite: less rudder input. (Unless, of course, the aircraft's autotrim functions handle this automatically.)

Fully Configure For Landing Before Starting Down the Glide Slope

This technique will minimize power changes during a critical phase of flight at low altitude. If the landing gear are down and the flaps/slats are set for landing, all that will be required at glide slope intercept is a small power reduction and perhaps a minor change in rudder trim. Crews will find it easier to make configuration and speed and power changes while in level flight. After selection of the final flap setting, crews can establish final approach speed (Vapp) and maintain that speed all the way down the glide slope until the flare.

If Possible, Request a Straight-Out Missed Approach

Of course, at many airports, obstacles or other considerations will make this impossible. But if the terrain and airspace structure permit, a straight-out missed approach will be easier and safer to fly while handling an engine-out aircraft. Turning the aircraft while it's low and slow during an engine-out go-around increases the risk of aerodynamic stall. If a go-around becomes necessary, a high-workload situation becomes even busier. A straight-out missed approach will reduce the risk of task saturation and fixation.

Systems Management

It's a good idea to have the pilot monitoring (PM) keep an eye on fuel balance and to manage fuel crossfeed. The PF will already have enough on his or her hands. Extended engine-out flight can cause fuel to get out of balance quickly if it's not monitored closely.

It can also help to ask the PM to back up the PF on thrust lever use in the event of a go-around. While gingerly adding power and correct rudder pressure during an engine-out missed approach, pilots can fail to move the thrust lever all the way to the takeoff/go-around (TO/GA) detent. This is even more likely if the PF must concentrate on climbing back into a low ceiling and is transitioning from visual flying to instrument flying. On the PF's call "Go-around, TO/GA," the PM should check correct positioning of the thrust lever.

Depending on aircraft type and pilot preference, the PF may wish to take out some of the rudder trim as thrust is reduced in the flare. It may be easier for the PM to do this for the PF on command, rather than having the PF hunt for the trim switch while preparing to touch down.

Do Not Get Slow, Part Two

Just prior to touchdown, a slight delay in closing the throttle and/or beginning the flare could be advisable, depending on aircraft type and flight conditions. Flaring or reducing power too early can put the aircraft in a nose-high, low-airspeed state. This can lead to a hard landing or a very difficult go-around, should a late go-around become necessary.

After Landing

The condition of the aircraft will determine whether it's safe to proceed to a gate. If the engine was shut down due to fire, consider having rescue and firefighting service (RFFS) look over the aircraft before taking it into a ramp area. The same applies if the crew suspects hot brakes. 

If any part of the aircraft remains on fire after landing, conduct an emergency evacuation. The runway may be the best place to do this. The wider pavement will give RFFS vehicles better access to the aircraft, and it will give medical personnel quicker access to injured passengers.