Narrative:

The days sequence began with airplane write up; 'left engine hi stage air inop -- valve locked closed.' we had brought the same aircraft in the night before and were hoping the hi-stage valve would get fixed but it didn't happen. MEL stated that in icing conditions the power must be kept at 60% N1 to keep engine and/or wing heat operative. The first leg was uneventful. At predeparture weather for cyyz was something like 7 degrees overcast. We took the plane not worried about icing conditions and the engine write-up. Fast forward -- approaching cyyz; approach changed the landing runway from 24R to 05 as we were descending through 20;000 ft. We were on the waterloo 2 arrival and were given clearance to cross rokto at 7;000 ft and the aircraft began to ice up. Engine and wing heat were applied. Throttles had to be kept at 60% N1 per MEL. Even with the speed brake fully extended throughout the descent there was no way we were going to make the rokto restriction and I told the controller as much. 'No problem;' we took a turn to the northwest to allow room to descend but it was still a struggle to keep the power up and descend and slow especially at 10;000 ft. Still in icing conditions -- I would call it light to moderate rime. Continued the descent to the field; still in icing conditions and power is still at 60% for deicing. Cleared for the approach to runway 05 at about 4;000 ft began configuring very early to help slow the airplane with power on for continued icing-speed brakes still out. Very close to flap overspeed limits; but we did not overspeed. Speed brake being manipulated to keep the aircraft slowing with throttles still up for icing. Two dots above the glideslope at about 2;500 ft the controller asks if we were going to be able to get down. We answered yes; we'd like to continue. Started to break out at about 1;500 ft throttles immediately pulled back by pilot flying (first officer) and we were pretty close to being stabilized and on glideslope at 1;000 ft VMC and stabilized at 500 ft. Landing was uneventful. With 20/20 hindsight; I would not have accepted the aircraft for the cyyz leg. Lesson learned -- look at weather and aircraft MEL limitations closely -- if in doubt don't accept the aircraft until it gets fixed! Nice airmanship by first officer into the field under less than ideal circumstances.

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Original NASA ASRS Text

Title: A B737-800 Captain described an approach to CYYZ in icing condition with an engine high pressure bleed blocked closed. To allowing anti-ing 60% N1 was required which made the IMC approach challenging because speed control was a problem.

Narrative: The days sequence began with airplane write up; 'Left engine hi stage air inop -- valve locked closed.' We had brought the same aircraft in the night before and were hoping the hi-stage valve would get fixed but it didn't happen. MEL stated that in icing conditions the power must be kept at 60% N1 to keep engine and/or wing heat operative. The first leg was uneventful. At predeparture weather for CYYZ was something like 7 degrees overcast. We took the plane not worried about icing conditions and the engine write-up. Fast forward -- approaching CYYZ; approach changed the landing runway from 24R to 05 as we were descending through 20;000 FT. We were on the WATERLOO 2 Arrival and were given clearance to cross ROKTO at 7;000 FT and the aircraft began to ice up. Engine and wing heat were applied. Throttles had to be kept at 60% N1 per MEL. Even with the speed brake fully extended throughout the descent there was no way we were going to make the ROKTO restriction and I told the Controller as much. 'No problem;' we took a turn to the northwest to allow room to descend but it was still a struggle to keep the power up and descend and slow especially at 10;000 FT. Still in icing conditions -- I would call it light to moderate rime. Continued the descent to the field; still in icing conditions and power is still at 60% for deicing. Cleared for the approach to Runway 05 at about 4;000 FT began configuring very early to help slow the airplane with power on for continued icing-speed brakes still out. Very close to flap overspeed limits; but we did not overspeed. Speed brake being manipulated to keep the aircraft slowing with throttles still up for icing. Two dots above the glideslope at about 2;500 FT the Controller asks if we were going to be able to get down. We answered yes; we'd like to continue. Started to break out at about 1;500 FT throttles immediately pulled back by pilot flying (First Officer) and we were pretty close to being stabilized and on glideslope at 1;000 FT VMC and stabilized at 500 FT. Landing was uneventful. With 20/20 hindsight; I would not have accepted the aircraft for the CYYZ leg. Lesson learned -- look at weather and aircraft MEL limitations closely -- if in doubt don't accept the aircraft until it gets fixed! Nice airmanship by First Officer into the field under less than ideal circumstances.

Data retrieved from NASA's ASRS site as of April 2012 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.