Narrative:

We were instructed by approach control to keep the speed at or above 240 KTS as long as possible on approach. The approach was a visual to runway 10 about 5-7 mi from the runway. We were switched to tower a little late in the approach and when I contacted the tower, I asked for a visual to runway 8. Tower responded with a landing clearance but in the middle of the clearance I noticed the left engine oil pressure light on and very little pressure. I later had to clarify the landing clearance with the tower before landing. After noticing the low oil pressure light, I scanned the CRT screens and all the engine instruments looked the same (EPR, RPM, and egt) as the right engine, and the amber oil pressure advisory light on the instrument panel was out. There were also no EICAS messages at all on the CRT's. I pointed out the low pressure light to the first officer, thinking that there may be an impending engine problem, and wanted him to be aware of this. The first officer then advanced the left throttle from idle setting and there was no response from the engine and all the engine parameters remained the same. The first officer then stated that we had lost the left engine which surprised me since I was not looking when he advanced the throttle, and the generator and all indications other than the one pressure light looked normal. At this point we were on final with flaps 5 degrees slowing toward approach speed but a little fast due to the controller's fast approach. We lowered the gear and had the speed brakes out to slow. I mentioned that we needed to do a flaps 20 degree landing for single engine, but I think he already remembered that. After checking all the instruments again and deciding that we had no severe damage or fire, I called the tower on short final and declared an emergency as a precaution. The landing was uneventful and after clearing the runway we received an EICAS message that the low pressure fuel pump had failed. We then cancelled the emergency and 1 fire truck escorted us to the gate. Summary: the only real surprise to us was the total lack of information on the engine failure other than the low oil light. The engine turned at almost normal idle and all the system on the engine still operated normally. We never looked at the fuel flow until after exiting the runway or we would have realized the problem sooner. The emergency checklists were not run since we had virtually no time to do them. The only PA that I made was after landing to advise both the flight attendants and the passenger why the fire trucks were around the aircraft. The fire trucks responded incredibly fast since we declared the emergency on very short final and they caught us as we turned off the runway.

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Original NASA ASRS Text

Title: A B757-200 LOW PRESSURE FUEL PUMP FAILED, CAUSING AN ENG FLAMEOUT. EMER DECLARED.

Narrative: WE WERE INSTRUCTED BY APCH CTL TO KEEP THE SPD AT OR ABOVE 240 KTS AS LONG AS POSSIBLE ON APCH. THE APCH WAS A VISUAL TO RWY 10 ABOUT 5-7 MI FROM THE RWY. WE WERE SWITCHED TO TWR A LITTLE LATE IN THE APCH AND WHEN I CONTACTED THE TWR, I ASKED FOR A VISUAL TO RWY 8. TWR RESPONDED WITH A LNDG CLRNC BUT IN THE MIDDLE OF THE CLRNC I NOTICED THE L ENG OIL PRESSURE LIGHT ON AND VERY LITTLE PRESSURE. I LATER HAD TO CLARIFY THE LNDG CLRNC WITH THE TWR BEFORE LNDG. AFTER NOTICING THE LOW OIL PRESSURE LIGHT, I SCANNED THE CRT SCREENS AND ALL THE ENG INSTS LOOKED THE SAME (EPR, RPM, AND EGT) AS THE R ENG, AND THE AMBER OIL PRESSURE ADVISORY LIGHT ON THE INST PANEL WAS OUT. THERE WERE ALSO NO EICAS MESSAGES AT ALL ON THE CRT'S. I POINTED OUT THE LOW PRESSURE LIGHT TO THE FO, THINKING THAT THERE MAY BE AN IMPENDING ENG PROB, AND WANTED HIM TO BE AWARE OF THIS. THE FO THEN ADVANCED THE L THROTTLE FROM IDLE SETTING AND THERE WAS NO RESPONSE FROM THE ENG AND ALL THE ENG PARAMETERS REMAINED THE SAME. THE FO THEN STATED THAT WE HAD LOST THE L ENG WHICH SURPRISED ME SINCE I WAS NOT LOOKING WHEN HE ADVANCED THE THROTTLE, AND THE GENERATOR AND ALL INDICATIONS OTHER THAN THE ONE PRESSURE LIGHT LOOKED NORMAL. AT THIS POINT WE WERE ON FINAL WITH FLAPS 5 DEGS SLOWING TOWARD APCH SPD BUT A LITTLE FAST DUE TO THE CTLR'S FAST APCH. WE LOWERED THE GEAR AND HAD THE SPD BRAKES OUT TO SLOW. I MENTIONED THAT WE NEEDED TO DO A FLAPS 20 DEG LNDG FOR SINGLE ENG, BUT I THINK HE ALREADY REMEMBERED THAT. AFTER CHKING ALL THE INSTS AGAIN AND DECIDING THAT WE HAD NO SEVERE DAMAGE OR FIRE, I CALLED THE TWR ON SHORT FINAL AND DECLARED AN EMER AS A PRECAUTION. THE LNDG WAS UNEVENTFUL AND AFTER CLRING THE RWY WE RECEIVED AN EICAS MESSAGE THAT THE LOW PRESSURE FUEL PUMP HAD FAILED. WE THEN CANCELLED THE EMER AND 1 FIRE TRUCK ESCORTED US TO THE GATE. SUMMARY: THE ONLY REAL SURPRISE TO US WAS THE TOTAL LACK OF INFO ON THE ENG FAILURE OTHER THAN THE LOW OIL LIGHT. THE ENG TURNED AT ALMOST NORMAL IDLE AND ALL THE SYS ON THE ENG STILL OPERATED NORMALLY. WE NEVER LOOKED AT THE FUEL FLOW UNTIL AFTER EXITING THE RWY OR WE WOULD HAVE REALIZED THE PROB SOONER. THE EMER CHKLISTS WERE NOT RUN SINCE WE HAD VIRTUALLY NO TIME TO DO THEM. THE ONLY PA THAT I MADE WAS AFTER LNDG TO ADVISE BOTH THE FLT ATTENDANTS AND THE PAX WHY THE FIRE TRUCKS WERE AROUND THE ACFT. THE FIRE TRUCKS RESPONDED INCREDIBLY FAST SINCE WE DECLARED THE EMER ON VERY SHORT FINAL AND THEY CAUGHT US AS WE TURNED OFF THE RWY.

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.