|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1801 To 2400|
|Locale Reference||airport : zzz.airport|
|Altitude||msl single value : 13000|
|Operator||common carrier : air carrier|
|Make Model Name||B757-200|
|Operating Under FAR Part||Part 121|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Experience||flight time last 90 days : 100|
flight time total : 10500
flight time type : 550
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 150|
flight time total : 20000
flight time type : 900
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||aircraft equipment other aircraft equipment : eicas|
other flight crewa
other flight crewb
|Resolutory Action||flight crew : declared emergency|
flight crew : landed in emergency condition
Descending out of FL380 on arrival; we were given a crossing restr of 16000 ft and 250 KTS at fix. We crossed fix on speed and altitude and then were given a heading of 220 degrees and descent to 13000 ft. At the leveloff; the throttles came up and we maintained 13000 ft and 250 KTS but the yoke was displaced about 1/2 to the right. I said to the captain something was wrong and stepped on the right rudder and leveled the yoke. I began trimming the rudder and looked at the engine screen and saw that the left engine was at .91 EPR while the right engine was at approximately 1.15 EPR. I told the captain we had an engine failure and disconnected the autothrottles and turned the autothrottle switch off. We looked and noticed that the left engine N1 was at 15% and the N2 was at 50% and the egt was at approximately 400 degrees with the fuel flow at 900 pounds/hour. We also had a low engine idle and low engine oil pressure EICAS. We also noticed that the eec was illuminated on the status page. I continued to fly the aircraft while the captain facilitated the engine out approach checklists. I flew and talked on the radios with ZZZ approach giving us holding vectors near the final for the runway. The captain tried to coordination with dispatch but it was very difficult due to the poor radio contact. He finally was able to talk on the second frequency. We declared an emergency with ZZZ approach. The captain briefed the flight attendants and passenger. We briefed the single engine approach and missed approach and discussed the landing performance data out of the flight manual. We were turned onto final and I flew a visual approach; utilizing flaps 20 degrees with automatic brakes 3 to a successful landing and rollout in ZZZ. We turned off the runway and canceled the emergency. As we were taxiing to the gate; I was taking readings off the left engine. The egt began to climb through 590 degrees. I told the captain the egt was climbing and he directed me to shut the engine down. We taxied to the gate where we were met by maintenance and flight operations personnel. I was told by maintenance personnel we had a failure of the eec and the engine had rolled back to below flight idle.
Original NASA ASRS Text
Title: A B757-200 FLT CREW EXPERIENCED AN ENGINE FAILURE DURING DESCENT. THEY FOLLOWED CHECKLIST PROCEDURES; COORDINATED WITH MAINT AND DISP; DECLARED AN EMERGENCY; AND CONTINUED TO SAFE LANDING.
Narrative: DSNDING OUT OF FL380 ON ARR; WE WERE GIVEN A XING RESTR OF 16000 FT AND 250 KTS AT FIX. WE CROSSED FIX ON SPD AND ALT AND THEN WERE GIVEN A HDG OF 220 DEGS AND DSCNT TO 13000 FT. AT THE LEVELOFF; THE THROTTLES CAME UP AND WE MAINTAINED 13000 FT AND 250 KTS BUT THE YOKE WAS DISPLACED ABOUT 1/2 TO THE R. I SAID TO THE CAPT SOMETHING WAS WRONG AND STEPPED ON THE R RUDDER AND LEVELED THE YOKE. I BEGAN TRIMMING THE RUDDER AND LOOKED AT THE ENG SCREEN AND SAW THAT THE L ENG WAS AT .91 EPR WHILE THE R ENG WAS AT APPROX 1.15 EPR. I TOLD THE CAPT WE HAD AN ENG FAILURE AND DISCONNECTED THE AUTOTHROTTLES AND TURNED THE AUTOTHROTTLE SWITCH OFF. WE LOOKED AND NOTICED THAT THE L ENG N1 WAS AT 15% AND THE N2 WAS AT 50% AND THE EGT WAS AT APPROX 400 DEGS WITH THE FUEL FLOW AT 900 LBS/HR. WE ALSO HAD A LOW ENG IDLE AND LOW ENG OIL PRESSURE EICAS. WE ALSO NOTICED THAT THE EEC WAS ILLUMINATED ON THE STATUS PAGE. I CONTINUED TO FLY THE ACFT WHILE THE CAPT FACILITATED THE ENG OUT APCH CHKLISTS. I FLEW AND TALKED ON THE RADIOS WITH ZZZ APCH GIVING US HOLDING VECTORS NEAR THE FINAL FOR THE RWY. THE CAPT TRIED TO COORD WITH DISPATCH BUT IT WAS VERY DIFFICULT DUE TO THE POOR RADIO CONTACT. HE FINALLY WAS ABLE TO TALK ON THE SECOND FREQ. WE DECLARED AN EMER WITH ZZZ APCH. THE CAPT BRIEFED THE FLT ATTENDANTS AND PAX. WE BRIEFED THE SINGLE ENG APCH AND MISSED APCH AND DISCUSSED THE LNDG PERFORMANCE DATA OUT OF THE FLT MANUAL. WE WERE TURNED ONTO FINAL AND I FLEW A VISUAL APCH; UTILIZING FLAPS 20 DEGS WITH AUTO BRAKES 3 TO A SUCCESSFUL LNDG AND ROLLOUT IN ZZZ. WE TURNED OFF THE RWY AND CANCELED THE EMER. AS WE WERE TAXIING TO THE GATE; I WAS TAKING READINGS OFF THE L ENG. THE EGT BEGAN TO CLB THROUGH 590 DEGS. I TOLD THE CAPT THE EGT WAS CLBING AND HE DIRECTED ME TO SHUT THE ENG DOWN. WE TAXIED TO THE GATE WHERE WE WERE MET BY MAINT AND FLT OPS PERSONNEL. I WAS TOLD BY MAINT PERSONNEL WE HAD A FAILURE OF THE EEC AND THE ENG HAD ROLLED BACK TO BELOW FLT IDLE.
Data retrieved from NASA's ASRS site as of May 2009 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.