Engine failure inside/outside FAF

Also not 121 and haven’t stayed at a Holiday Inn Express in a while, but the “jet” I fly (CJ3) has a checklist specifically for “engine failure on final approach.” And it basically says just that...continue and land.
I had a checklist on that in the RJ which I ignored and did the missed every time because the company buried it, I told the airline when I did it in real life my goal was to burn more money in gas than what it would take to redo the stupid checklist (to be clear pinnacle's was worse, stupider, and made the pilot stupider for reading it as all pinnacle things did) and if they wanted us to use it, teach it and stop acting like it was a gotcha because we all talk to each other and we all know it's coming. Then I'd ask how many fuse plugs were on the tire because I forgot and I fully intended to forget again as soon as they told me, but I'd be back next year to use more filthy language referring to it. We had just recently ripped the training departments balls away and all of them were very cowed and thanked us for the feedback. They stopped asking us and I stopped giving them a hard time once we'd completely flushed them like feces from the department.

I worked for a supplemental 737 group who acted like adults about the checklist, told us how to get to it easily if we were the nonfly, and we have something very similar in the place I'm at now but I'm not at work and not assigned to any airplane and essentially given full pay to download porn. I don't know what Vivid entertainment has for checklists, I only watch the training videos for a few minutes at a time.
 
Thanks for the replies.
I certain regional has been giving that scenario during recurrent training on the LOE ride.. sometimes on a 3-mile final, sometimes 5 or 7.. instructor's discretion, I guess.
Some have failed, most have succeeded, but it seems awfully hardcore for recurrent.
 
Thanks for the replies.
I certain regional has been giving that scenario during recurrent training on the LOE ride.. sometimes on a 3-mile final, sometimes 5 or 7.. instructor's discretion, I guess.
Some have failed, most have succeeded, but it seems awfully hardcore for recurrent.

Because ours is labeled “engine failure in landing configuration, the game is to get configured before the IP can fail it. Flaps and gear on the 50 mile extended base? You got it!

Joking, but really if you have the checklist just call for it and continue.


Sent from my iPhone using Tapatalk
 
The only thing I'll add to this (because it came up in sim the other day and the IP told us that lots of super senior guys get it wrong, which surprised me), is that if you have any kind of fire on short final or roll out that is used to trigger an evacuation, fight the fire first, and then run the evac checklist. On Le Bus the ECAM will actually push you that way, but even if you aren't simply following what a computer has decided is the best course of action, always try to help the ARFF guys out before going home for the day.
 
The only thing I'll add to this (because it came up in sim the other day and the IP told us that lots of super senior guys get it wrong, which surprised me), is that if you have any kind of fire on short final or roll out that is used to trigger an evacuation, fight the fire first, and then run the evac checklist. On Le Bus the ECAM will actually push you that way, but even if you aren't simply following what a computer has decided is the best course of action, always try to help the ARFF guys out before going home for the day.
Would fighting the fires be blowing the bottles? For all the airplanes I've flown that was a fairly quick checklist and I wouldn't want to be sending out passengers into a large inferno.
 
Would fighting the fires be blowing the bottles? For all the airplanes I've flown that was a fairly quick checklist and I wouldn't want to be sending out passengers into a large inferno.

Yes. And prior getting armed squibs you'd have to disconnect the fuel lines. It is a quick checklist. On the Bus it's 4 items (thrust lever, master switch, fire button, agent discharge). The issue i think is that people get so wrapped up in the evac checklist that they just skip over the fire fighting. Besides, mostly the FAs are going to self initiate an evac if it gets bad back there.
 
Errrrr...on an LOE?

yes.... you’re surprised? Not surprised?

Idk about the -200, this was a -900.. but one crew got it at about 1000’ elevation.. they changed config from flaps -45 to -20.. lost their lift and damn near crashed it. Managed to not crash and were reluctantly passed.
Just seemed super hard-core for LOE at recurrent. ..
 
I think the word I’d use for that is displeased.

At least in the AQP I was accustomed to, power plant failures were not something you’d see on an LOE unless (big unless) you did it to yourself.
I agree. I wasn’t overly amused at hearing about it let alone receiving it. Truthfully, thought it was BS and trying to fail people unnecessarily.
just my 2c.
 
I agree. I wasn’t overly amused at hearing about it let alone receiving it. Truthfully, thought it was BS and trying to fail people unnecessarily.
just my 2c.
I agree, that doesn’t strike me as something that is an LOE. Unless a bunch of engines have been quitting outside the FAF, but even then. Go demo it as part of SPOT.
 
Back
Top