I experienced an inflight engine failure on a B737-800.  Performed the rote engine out procedure and descended to FMC recommended max alitude.  Once stable I consulted the QRH to complete the checklist.  Engine would not respond to re-start attempts so continued to my destination airport (135 nm ) and landed without incident, but, comparing the QRH info with the procedure being taught on YOU-TUBE (Baltic Air Academy) I am a bit confused over the function of the AT on the NGX.

 

According to the QRH engine failure checklist requires AT disengage but the NGX automatically disengages the auto throttle once engine spools down.  According to Baltic training video  the AT should be able to be re- armed if throttle lever positions are synched but the NGX AT will not re-arm.  However, on one-engine descent at idle it occasionally would re-arm for no apparent reason and then when live engine is spooled up, it disconnects again..  Nothing in the FCOM or the QRH addresses this (at least that I could find).  Any clues?  And, to any RW NG pilots reading this post, how does the RW AT function with one engine shut down?  

 

 

 

 

Engine would not respond to re-start attempts

 

You don't want to start an engine if there was a fire or there is damage to the engine. Complete the engine failure/engine shutdown checklist before attempting to restart the engine. Between 27000 feet to the ground and 140-300 knots, you need to start the engine via a crossbleed start. Between 300-340 knots, you need to windmill the engine.

 

 

 

but the NGX automatically disengages the auto throttle once engine spools down.

 

The A/T will automatically disconnect if there is a significant thrust difference with a control wheel input of more than 10 degrees and flaps are up through 10 degrees.

Thanks, Kenny!

 

   In this case there had been engine damage, but I had no instrument indications of that (only going into the FMC failure page did this appear).  I had completed shutdown list and had leveled at Max 1-eng altitude before attempting first a windmill start (310 KIAS) and then a crossbleed attempt without being aware of engine damage.  Nice to know when to use which based on IAS.  Thanks.  

 

  Further explanation of AT characteristics needed.  Am I to understand that AT reconnect will be impossible (since obviously will be a thrust difference with 1-eng out) in the NG?   The AP was re-engaged but I had not input any rudder trim since AP was correcting this.  Yaw damper was on.  After no-go on restart, I brought the dead throttle level up to even with the live throttle and attempted to rearm the AT.  This was the procedure demonstrated by the Baltic Air Academy training video, but no go.  When I brought both throttles to idle for descent I again was able to engaged AT arm but when power increased at level off altitude the AT again disengaged.  I brought the dead lever back up and equalized lever positions again as demonstrated in video but again no-go on the re-arm.  I relinked the throttles on the keyboard to make sure that they were perfectly in sync but still unable to re-arm except when idle thrust.

Hi to all,

According to me if you are flying with a "flight operational" B737 using A/T in a single engine condition should be possible in real world and the impossibility (also if you have got two electrical source available APU for the failed engine side and your engine's generator on the other one it's impossible in NGX to reconnect a/t) I think is a small issue of NGX:

 

By reading the FCTM regarding single engine approach at page 208 it's reported that: "900EROne Engine Inoperative - Fail Operational AirplanesILS - One Engine Inoperative737-600 - 737-900ERWith an engine inoperative, autoland operations are authorized for flaps 30 only. AFDS management and associated procedures are similar to those used during the normal ILS approach. Refer to the PI chapter of the QRH for flaps 30 gear down, engine inoperative performance. If flaps 30 performance is not satisfactory, a flaps 15 engine inoperative landing is required. Autoland operations are not authorized with flaps 15. Weather minima for an ILS approach with one engine inoperative are specified in the applicable AFM and/or the operator’s Operations Specification or equivalent.Note:After LAND 3 or LAND 2 is annunciated, use of the autothrottle for an approach with an engine inoperative is recommended for authorized operators."

 

From those words I can just understand that real plane can re-engage A/T after engine inflight shutdown procedure is over (like Md80). Let's hope this feature will be fixed in the next ngx update.

 

Ciao

Andrea Buono

 

use of the autothrottle for an approach with an engine inoperative is recommended for authorized operators."

 

Thanks, Andrea!

    I didn't read the entire section so I missed that statement.  That clears up the mystery, however, for an engine out needing to land in heavy IFR the autoland feature (which requires the AT armed) could be a life-saver.  Definitely needs to be addressed in SP2.   Thanks, again.

Anyway, by using manual throttle I experimented a full automatic single engine approach..very impressive...(also if usually I use flaps 15 and manual landing in such conditions for training and proficiency)...

 

Ciao

Andrea

True, since AP can be engaged and it will keep the plane on track without manual rudder input and it will track the ILS.  I also did a coupled approach using manual throttle and automation down to Cat II but was able to have visual by then but a 25k gusty xwind kept my rudders busy after AP disconnect.  I would hate to have to manage the rudders in such a turbulent and varying wind condition while manually dealing with the constantly changing airspeed without AP to at least assist in directional stability.  I was using Flaps 30.  Flaps 15 would disallow autoland anyway.  

Anyway a gusty wind with an average component of 25 kts crosswind is over the limits for a single engine approach..according with  all SOPs., except in an emergency .(it's if I well-remember25 kts xwind is the wind limit for an all engine autoland with flight operational plane otherwise (fail passive) it should be 20 kts (dry rwys) so in real life you wouldn't have been authorized to execute a single engine approach (autoland or manual) in such conditions...

 

Ciao

 

Andrea