Jeju Air 737-800 gear up landing slams into wall

Fixtur said:
You're on final approach at 1,700 feet and you hit some birds and one engine goes bang, what do you do?

I'm not typed on the 737 but my instinct says "gear down, declare the emergency and land on the runway you're already lined up and configured for". Besides being totally unstable or a gear extension malfunction, why initiate a go-around and then attempt a downwind landing? Just doesn't make sense.
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In the Bus anyway, if I hit birds and lost an engine while already configured on final I would treat it as a normal landing. Final configuration single engine is the same a normal landing so I don’t see why I’d take a bad situation and make it much more difficult by going around.
 
MikeD said:
Wilkes-Barre, PA and Sedona, AZ can add to the list:
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Flew into CRW on the DHC-8 back when they still had the crosswind runway. Shared a hotel van with a 146 Willie crew that had just gotten over the UAL “bought your shop and sold the parts out from under you” drama. Cappy was 59 and change and the FO wasn’t much younger, and that’s when 60 was a thing.

20+ years later, I did a layover there, and it was completely unchanged, other than the crosswind runway was now a taxiway.

Wandered around downtown. Definitely nothing like its namesake in SC.
 
CFI A&P said:
Plus Telluride, Monterey, Little Rock (haven’t we seen that episode already?) and a slew of other airports.
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I worked at a summer camp with a girl on that LIT accident flight. She wasn’t injured but was a part of that Ouachita Baptist Univ group that lost a couple of people.
 
I think we have a user here that had a run-in with EMACS, but I don’t want to “out” him.
 
roundout said:
Flaps 15, bug +15 knots, turn the autobrakes to max if you're worried about landing distance, land.
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Yep.

I’d be all “great! Use flaps 20 and Vref 20. If you have to go around it’s flaps 5. Get the GPWS FLAP OVRD switch on. Land on the runway you can see.”

The bald mountain west simulator • bags at OO would have a cow over that, but they’re not here.
 
Box hauler said:
In the Bus anyway, if I hit birds and lost an engine while already configured on final I would treat it as a normal landing. Final configuration single engine is the same a normal landing so I don’t see why I’d take a bad situation and make it much more difficult by going around.
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Even when it’s not, everyone SHOULD be able to tell you the OEI landing configuration and speed. Yes, there’s a landing distance consideration to be had, but most everywhere isn’t Burbank.
 
Toobdrvr said:
More than once, I’ve had a sim situation where I’ve said “We’re gonna continue and land straight ahead”, and the sim instructor whispers in my ear “Go ahead and go-around anyway”.

In the debrief, instructor says “That was a solid, real-world decision you made, but I just wanted to see a single-engine GA and watch you guys work the problem”.

There’s no really good way to set that up. Maybe call a truck on the rwy and bang the motor on the go? 🤷‍♂️
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This makes me smile. During my PPL check ride my DPE and I were tooting around in my trusty 152 and he decided we should land at Agua Dulce (L70) and having been there a number of times for chili cheese dogs with my instructor I thought that was a fine idea. At about a mile from the runway he said "There's an airplane on the runway.". I looked at the runway, it was right there in front of me and my vision was pretty darn sharp and I didn't see any airplane, and then he said it again. I was fairly focused on flying a perfect approach but I took a very hard look at the runway and the taxiway and there wasn't anything with wings moving anywhere and I started to worry this dude might've slipped a bit and now I'm riding around shoulder to shoulder with him in a small airplane so I told him "The runway's clear, we're landing.". It was about that time that he said the magic words "Go around!", so I applied full throttle, got rid of the carb heat and started retracting the flaps. This dude seemed flummoxed and because this was my check ride I was a bit nervous, right about that time some lady came on CTAF and wanted our tail number so they could charge us some sort of landing fee. Now I was a bit flummoxed and the DPE did some silver tongued magic on the radio with her and I pointed the nose directly back to KVNY only to join the pattern, demonstrate soft field, short field and soft short field landings and take offs. I thought for sure I'd failed after we parked and he went into his office. Apparently he just had an immediate need to relieve his bladder and he came back out with my temporary cert and a smile. That flight back from KVNY to KBUR were a very proud few minutes, I'm a certified pilot, I belong.
 
Box hauler said:
In the Bus anyway, if I hit birds and lost an engine while already configured on final I would treat it as a normal landing. Final configuration single engine is the same a normal landing so I don’t see why I’d take a bad situation and make it much more difficult by going around.
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Nah man, you gotta go around, determine who’s flying, ecam actions, qrh follow ups, notify pax, dispatch, brief FAs and fly around for half an hour before landing. Thems the rules.
 
Fixtur said:
You're on final approach at 1,700 feet and you hit some birds and one engine goes bang, what do you do?

I'm not typed on the 737 but my instinct says "gear down, declare the emergency and land on the runway you're already lined up and configured for". Besides being totally unstable or a gear extension malfunction, why initiate a go-around and then attempt a downwind landing? Just doesn't make sense.
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Not 737 typed, but had a very similar situation in the 1900 intercepting the loc onto final just outside faf. Went “####, feels likes im losing number two…” Gauges all green, no annunc, but torque bouncing all over. A quick look at EO speeds and went “alright SE ref is only +10kts…keeping it fast then and ill run it as smooth as possible”

Wasnt until they scoped the engine after i parked they could see that all my compressors were now saw blades… gotta love when a random 1/4in bolt shears and makes its through the 1/4in screen on a pt6.

Be hard pressed to break off an approach that close in to secure an engine on a go around…
 
I also should have been more clear. I'm not a big proponent of running long checklists when you are already in the airport environment ready to land. Lord knows the 737 engine failure/shutdown QRH and associated sub parts are somewhat lengthy. But you gotta configure the airplane to land (the last part of the QRH), including lowering the landing gear. My systems knowledge isn't probably as tight as it was during my last CQ, but I am not able to come up with a reason that the gear shouldn't have been down. A lot of distraction stuff like "that berm was criminal" or "why wasn't there EMAS" or "the birds". Not a lot of commentary about why the gear are up. That and the apparent approach speed, landing half way down the runway, etc, are why they ended up in a fireball. Might be a logical explanation that will come out, but for now, it is a mystery. Also, apparently they lost a connector between the FDR memory module and it's power module. Wonder if that is something that just walks off sometimes......
 
I will say, for my own knowledge… im always curious when i see these types of overruns. Why the one last hail mary isn't just slip the damn thing a bit.
I know its generally a big no no in swept jets, but it sure as heck can be done in a last ditch effort (without going full deflection obviously) to slow to a more reasonable target. 200+ at the threshold is nuts.
 
///AMG said:
I also should have been more clear. I'm not a big proponent of running long checklists when you are already in the airport environment ready to land. Lord knows the 737 engine failure/shutdown QRH and associated sub parts are somewhat lengthy. But you gotta configure the airplane to land (the last part of the QRH), including lowering the landing gear. My systems knowledge isn't probably as tight as it was during my last CQ, but I am not able to come up with a reason that the gear shouldn't have been down. A lot of distraction stuff like "that berm was criminal" or "why wasn't there EMAS" or "the birds". Not a lot of commentary about why the gear are up. That and the apparent approach speed, landing half way down the runway, etc, are why they ended up in a fireball. Might be a logical explanation that will come out, but for now, it is a mystery. Also, apparently they lost a connector between the FDR memory module and it's power module. Wonder if that is something that just walks off sometimes......
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Depending on the situation, youd be surprised when the dfdr cuts out. For instance on le bus, going into emergency elect config can do this.
 
///AMG said:
I'm not a big proponent of running long checklists when you are already in the airport environment ready to land.
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I agree. The course of time (and the capacity for clear thought) during a “this plane is now a glider” emergency - especially one close to the ground - defies explanation. There isn’t anything really to compare it to. It’s both too fast and too slow. And with panic and fear charging up your throat, it’s a fight to make those few seconds count and not just give in and let your mind spin off into the black.

I don’t know if this is the norm in the 121 world, but our dual engine out checklist has been simplified to a big, dedicated red button and a few simple steps. Which is about all you’ll have time for.
 
Rosstafari said:
I agree. The course of time (and the capacity for clear thought) during a “this plane is now a glider” emergency - especially one close to the ground - defies explanation. There isn’t anything really to compare it to. It’s both too fast and too slow. And with panic and fear charging up your throat, it’s a fight to make those few seconds count and not just give in and let your mind spin off into the black.

I don’t know if this is the norm in the 121 world, but our dual engine out checklist has been simplified to a big, dedicated red button and a few simple steps. Which is about all you’ll have time for.
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Certain scenarios can never be made into a checklist, at least for the first time. Thats why they keep us at the pointy end; youve done enough gliding in your time :) plz dont let me get that call lol.
 
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