3 engines not an emergency

[Jason_Peters 16]

Fun fact, in the 747 there is no specific 3 engine landing checklist.  Instead the procedure is part of the Engine Failure and Shutdown checklist and is actually found under the Abnormal Procedures section of the manual, rather than Emergency Procedures.  Our checklist in the E-4B, (747-200) even has a note reminding us to plan a "normal approach and landing with normal airspeeds".

[berts 97]

2 hours ago, Jason_Peters said:

Fun fact, in the 747 there is no specific 3 engine landing checklist.  Instead the procedure is part of the Engine Failure and Shutdown checklist and is actually found under the Abnormal Procedures section of the manual, rather than Emergency Procedures.  Our checklist in the E-4B, (747-200) even has a note reminding us to plan a "normal approach and landing with normal airspeeds".

Agreed, although you need to keep a closer eye on the airspeed due to the aircraft's inertia and reduced performance. The B744's normal autoland limits are also the same on 3 or 4 engines.

Bertie 

[downscc 1,327]

5 hours ago, Jason_Peters said:

Our checklist in the E-4B, (747-200

Hi Jason, glad to see that the E-4B is still on active duty.  One of my better days at Offutt as the base communications maintenance officer was spent in her Hangar while she was 'decaled', all panels and inspection plates removed and my security access and opportunity gave me the chance to crawl all over her.  At one time the runway West end threshold was all the way to edge of pavement (they still had water wagons -- KC-135s with water injection) and the localizer antenna was on a wooden structure over the access road, and since that equipment was cared for by folks that worked for me I used to stand behind the localizer array while the E-4B would take off.... pretty darn fun.  Yeah, that was a lifetime ago. I see on a more permanent structure now for the localizer ILS30, wooden structure long gone.

[Jason_Peters 16]

Dan,

The wooden trestle over the road at the departure end of runway 30 is still there... in fact, when we depart runway 12 we aren't allowed to set takeoff power in the mighty E-4B until we cross the actual threshold... I think they fear we'll knock it over... LOL   

Edited April 7, 2018 by Jason_Peters

[zwenna 1]

You are allowed to perform an one eng out positioning flight.for 744 and 748. No need for special approvements if it is published in OM-A and OM-B. So why should it be an emergency. Emergency is loosing redundancy often. For 744 and 748 so it is two eng out.

[berts 97]

On 11/04/2018 at 12:11 AM, zwenna said:

You are allowed to perform an one eng out positioning flight.for 744 and 748. No need for special approvements if it is published in OM-A and OM-B. So why should it be an emergency. Emergency is loosing redundancy often. For 744 and 748 so it is two eng out.

A B744 or B748 three engine ferry flight (as it is usually referred to) is not a normal flight by any means, but because it is a planned operation it is not classed as an emergency either. 

There are special requirements laid down by the various authorities which must be followed to the letter before these sorts of flights can be conducted.  For example, they are non-revenue flights and should be restricted to essential crew only.  The Captain and Co-pilot must be experienced and properly trained as required to conduct them; with each flight normally undertaken only if it is not practicable to repair the defective (fourth) engine at the departure airfield. 

There are also significant differences to the Performance Manual which the Flight Crew will be well aware of and must adhere to.  The most risky part of this type of operation is always from the start of the take-off roll until the aircraft is safely airborne with the Gear and Flaps UP and the airspeed above VMCA2.  A second engine failure on the same side during this critical phase of flight might leave you with little choice in the matter but to try and stop or land safely straight ahead.  From then on the flight can be conducted more or less normally on three engines, just like any other B744 single engine failure case to the destination.  However, it always pays to plan ahead for a possible second engine failure and be alert to where the high terrain is, the weather conditions and constantly updating in your mind where the suitable landing alternates are for a possible en-route diversion and/or two engine manual landing etc. For example. the fact that the crosswind limit on the dead engine side is restricted to only 7 Kts during a three engine ferry can easily catch a crew out and could lead to an unnecesary diversion if they are not careful.

Bertie