An engine problem leads to an emergency declaration and a single engine arrival at a major airport b...

Attributes
ACN	544340
Time
Date	200204
Day	Tue
Local Time Of Day	0601 To 1200
Place
Locale Reference	intersection : drake
State Reference	TX
Altitude	msl single value : 29000
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	artcc : zab.artcc tracon : p50.tracon tower : phx.tower tower : teb.tower
Operator	common carrier : air carrier
Make Model Name	B737-400
Operating Under FAR Part	Part 121
Navigation In Use	other
Flight Phase	cruise : level landing : go around
Route In Use	arrival star : brusr.brusr1
Flight Plan	IFR
Aircraft 2
Controlling Facilities	tower : phx.tower
Operator	common carrier : air carrier
Make Model Name	Commercial Fixed Wing
Operating Under FAR Part	Part 121
Flight Phase	ground : takeoff roll
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : multi engine pilot : flight engineer pilot : atp
Experience	flight time last 90 days : 192 flight time total : 23000 flight time type : 4000
ASRS Report	544340
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Events
Anomaly	aircraft equipment problem : critical conflict : airborne critical non adherence : required legal separation non adherence : published procedure
Independent Detector	other controllerb other flight crewa
Resolutory Action	controller : issued new clearance flight crew : landed in emergency condition flight crew : declared emergency flight crew : executed go around
Consequence	other
Supplementary
Problem Areas	ATC Human Performance Aircraft
Primary Problem	Aircraft

Narrative:

About 10 DME north of drake, we experienced a compressor stall on #1 (left) engine. (Found out later the #4 main bearing failed). About that time we were handed off to phx approach and then given the brusr arrival. We informed approach of our status and agreed with them to declare emergency, have equipment standing by. We decided to leave the engine running at idle since all parameters were in the green. We accomplished the appropriate checklists. Vectored to final for runway 7L and cleared for the visual approach. Shot the approach flaps 15 on the good engine but received 'go around' from phx tower on short final due to an aircraft beginning the takeoff roll. We missed approach for a visual right downwind return for landing. I question why an aircraft was on our runway given our circumstances. Equipment in position on the field while it was rolling for takeoff. Our declared emergency was at least 6-7 mins prior to landing. Other than the missed approach procedures and handling went well. Callback conversation with reporter revealed the following information: callback revealed that the declaration of the emergency was suggested by approach control when the crew reported their problem and the captain concurred. The information was probably handed off to the tower since emergency vehicles were standing by at the runway for the arrival. It is not known when the takeoff clearance was given for the aircraft on the runway, or whether the departing aircraft delayed its takeoff roll, but the reporter's aircraft was at less than one mile on final when the go around was issued. The reporter also said that the spacing looked too tight and he was about to initiate a go around when the controller issued it. At that time the departing aircraft was just passing the runway marking numbers. The approach speed for the reporter's aircraft because of the single engine approach configuration was 153 knots.

Original NASA ASRS Text

Title: AN ENG PROB LEADS TO AN EMER DECLARATION AND A SINGLE ENG ARR AT A MAJOR ARPT BY AN ACR. A GAR IS ORDERED BY THE LOCAL CTLR BECAUSE DEP TFC IS JUST BEGINNING ITS TKOF ROLL ON THE SAME RWY.

Narrative: ABOUT 10 DME NORTH OF DRAKE, WE EXPERIENCED A COMPRESSOR STALL ON #1 (LEFT) ENG. (FOUND OUT LATER THE #4 MAIN BEARING FAILED). ABOUT THAT TIME WE WERE HANDED OFF TO PHX APCH AND THEN GIVEN THE BRUSR ARR. WE INFORMED APCH OF OUR STATUS AND AGREED WITH THEM TO DECLARE EMER, HAVE EQUIP STANDING BY. WE DECIDED TO LEAVE THE ENG RUNNING AT IDLE SINCE ALL PARAMETERS WERE IN THE GREEN. WE ACCOMPLISHED THE APPROPRIATE CHKLISTS. VECTORED TO FINAL FOR RWY 7L AND CLRED FOR THE VISUAL APCH. SHOT THE APCH FLAPS 15 ON THE GOOD ENG BUT RECEIVED 'GO AROUND' FROM PHX TWR ON SHORT FINAL DUE TO AN ACFT BEGINNING THE TKOF ROLL. WE MISSED APCH FOR A VISUAL RIGHT DOWNWIND RETURN FOR LNDG. I QUESTION WHY AN ACFT WAS ON OUR RWY GIVEN OUR CIRCUMSTANCES. EQUIP IN POSITION ON THE FIELD WHILE IT WAS ROLLING FOR TKOF. OUR DECLARED EMER WAS AT LEAST 6-7 MINS PRIOR TO LNDG. OTHER THAN THE MISSED APCH PROCEDURES AND HANDLING WENT WELL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: CALLBACK REVEALED THAT THE DECLARATION OF THE EMER WAS SUGGESTED BY APCH CTL WHEN THE CREW RPTED THEIR PROB AND THE CAPT CONCURRED. THE INFO WAS PROBABLY HANDED OFF TO THE TWR SINCE EMER VEHICLES WERE STANDING BY AT THE RWY FOR THE ARR. IT IS NOT KNOWN WHEN THE TKOF CLRNC WAS GIVEN FOR THE ACFT ON THE RWY, OR WHETHER THE DEPARTING ACFT DELAYED ITS TKOF ROLL, BUT THE RPTR'S ACFT WAS AT LESS THAN ONE MILE ON FINAL WHEN THE GAR WAS ISSUED. THE RPTR ALSO SAID THAT THE SPACING LOOKED TOO TIGHT AND HE WAS ABOUT TO INITIATE A GAR WHEN THE CTLR ISSUED IT. AT THAT TIME THE DEPARTING ACFT WAS JUST PASSING THE RWY MARKING NUMBERS. THE APCH SPEED FOR THE RPTR'S ACFT BECAUSE OF THE SINGLE ENG APCH CONFIGURATION WAS 153 KNOTS.

Data retrieved from NASA's ASRS site as of July 2007 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.

An engine problem leads to an emergency declaration and a single engine arrival at a major airport by an air carrier. A go around is ordered by the local controller because departure traffic is just beginning its takeoff roll on the same runway.