Engine fires during approach and landing represent some of the most time-critical emergencies a flight crew can face. The combination of low altitude, reduced airspeed, and the immediate need to configure the aircraft for landing demands a precise, rehearsed, and decisive response. Any delay or hesitation can escalate a manageable situation into a catastrophic outcome. This article provides a comprehensive guide to understanding, recognizing, and executing emergency procedures for an engine fire during the approach and landing phases, ensuring that pilots and crew members are equipped with the knowledge to act swiftly and effectively.

Recognizing an Engine Fire

Early recognition of an engine fire is the cornerstone of a successful response. The signs can be subtle or dramatic, and the crew must be trained to identify them immediately. Common indications include:

  • Visual cues: Smoke, flames, or sparks emanating from the engine area, visible from the cockpit or flight deck windows. At night, a glow or unusual light may be seen.
  • Instrument warnings: Engine fire warning lights, master warning/caution annunciations, and abnormal readings on engine instruments such as rapid temperature rise (EGT/ITT), oil pressure drop, or fuel flow anomalies.
  • Audible and olfactory signs: Unusual noises from the engine, or the smell of smoke, burning oil, or electrical insulation entering the cabin or cockpit.
  • Secondary effects: Vibration, loss of thrust, or abnormal engine behavior such as surging or flameout.

The causes of engine fires vary but often stem from fuel, oil, or hydraulic fluid leaks coming into contact with hot engine surfaces; mechanical failures such as a fractured turbine blade; or electrical faults. During approach and landing, the engine is often at reduced power settings, making fuel leaks particularly dangerous because unburned fuel can accumulate and ignite. Crews must remain vigilant for any combination of these signs, especially when operating in high-thrust regimes such as go-arounds or balked landings.

For further reading on engine fire recognition and initial response, the FAA Airplane Flying Handbook provides detailed guidance on abnormal operations, including engine fires. Additionally, the NTSB Safety Alert on Engine Fires highlights real-world cases where early detection made the difference.

Immediate Response Actions

When an engine fire is suspected or confirmed during approach or landing, the crew must immediately shift focus to a prioritized sequence of actions. These steps are often enshrined in manufacturer memory items and must be executed without hesitation. The universal hierarchy remains: aviate, navigate, communicate—but with fire-specific steps interwoven. Below is a detailed breakdown of the immediate response.

1. Maintain Aircraft Control

The first priority is to keep the aircraft in a stable flight path. If on approach, maintain the glide path and airspeed. If a go‑around has already been initiated, continue the climb and retract flaps/slats only as needed. Sudden control inputs or distraction can lead to a loss of control, which is far more dangerous than the fire itself. The pilot flying (PF) should call out "Fire, Engine Fire" and the pilot monitoring (PM) should confirm the condition while maintaining situational awareness of altitude, terrain, and traffic.

2. Identify and Confirm the Fire

Quickly cross‑check engine indications. If a single engine is suspect, verify by comparing parameters with the other engine(s). Look for the fire warning light and any associated ECAM/EICAS messages. Do not rely solely on one indicator—a false alarm is possible, but assume a genuine fire until proven otherwise. If smoke or flames are clearly visible, the confirmation is immediate.

3. Activate the Engine Fire Extinguisher

Most transport‑category aircraft are equipped with a dedicated engine fire extinguisher system. The procedure typically involves pulling the fire handle or pressing an agent discharge switch. The first discharge agent (often Halon or a Halon replacement) is directed into the engine core and surrounding compartments. After activation, wait the recommended interval (usually 30 seconds) before considering a second discharge if the fire persists. Follow the specific aircraft checklist precisely.

4. Shut Down the Affected Engine

Shutting down the engine isolates the fuel and ignition sources. This step includes closing the fuel shut‑off valve, turning off the generator, and cutting the engine bleed air supply. In some aircraft, the fire handle automatically performs these actions. The PM should call out each action as it is completed. After shutdown, the engine may continue to windmill—this is normal, but fire may re‑ignite if fuel remains. Continue to monitor and be ready for a second fire bottle discharge.

5. Declare Emergency to ATC

Inform Air Traffic Control immediately using the phrase "Mayday, Mayday, Mayday" followed by aircraft type, position, and the nature of the emergency (e.g., "engine fire, declaring emergency"). Request priority handling and clearance for the closest suitable airport or the intended landing field. ATC will provide radar vectors, clear the airspace, and alert emergency services. Crews should be specific about intentions (e.g., "landing immediately" or "will need emergency vehicles on standby").

For additional context on emergency communications, refer to the EASA Acceptable Means of Compliance for Part‑ARA which outlines phraseology and coordination requirements.

Post‑Extinguishing Procedures

After the initial fire suppression and engine shutdown, the crew must transition to post‑extinguishing checks and prepare for a single‑engine landing. Key steps include:

  • Monitor for re‑ignition: Keep the engine fire warning system armed. Observe for any residual smoke or temperature rise. Be prepared to discharge a second fire bottle if the warning reactivates.
  • Assess aircraft performance: Calculate single‑engine approach speed and landing distance. Most aircraft have a Vref adjustment for single‑engine operations. Confirm that the remaining engine is operating within normal limits.
  • Configure the aircraft for landing: Delay flap selection until necessary to avoid unnecessary drag. Maintain a stabilised approach with the correct approach speed (Vref + wind correction). Consider using an extra margin of speed (e.g., Vref + 10–15 knots) for better control authority, but avoid excessive speed that could increase landing distance.
  • Decide on landing versus go‑around: If the fire is extinguished and the aircraft is stable, continue the approach. If the fire reignites or if there is any doubt about structural integrity, execute an immediate landing at the nearest suitable airport—even if it means landing on a shorter runway or with a crosswind.

The decision to go around after an engine fire must be weighed carefully. A go‑around requires high thrust from the remaining engine and may cause asymmetric flight dynamics. Some manufacturers advise against a go‑around if the fire is extinguished and the approach is stable, because a missed approach introduces altitude, configuration, and workload changes. However, if the fire is still present or the approach is unstable, a go‑around may be the safer option.

Landing with an Engine Fire or After Fire

Executing the landing is the final critical phase. The crew should brief the approach and landing using the standard "stabilised approach" criteria, but with special emphasis on:

  • Airspeed management: Fly the correct single‑engine approach speed. Do not allow speed to decay below the target, especially in the flare.
  • Flap and gear sequence: Extend landing gear at the appropriate point. Keep flaps at a setting that provides adequate control without excessive drag—some aircraft allow landing with reduced flap if needed.
  • Touchdown and rollout: Aim for a firm touchdown on the centerline. Be prepared for asymmetric braking and steering. Use maximum reverse thrust on the good engine only (reverse on the affected engine is typically prohibited due to fire risk).
  • Emergency evacuation: After landing, stop the aircraft on the runway if possible, or clear the runway if instructed. Conduct an emergency evacuation if smoke or fire persists. The pilot in command should make the call to evacuate early.

In multi‑engine aircraft, single‑engine landing techniques are trained regularly. However, the post‑fire scenario adds the risk of structural compromise, fuel leakage, or residual heat. Crews should adhere to the Aircraft Flight Manual (AFM) procedures for engine fire landing. For an authoritative source on multi‑engine operations, consult the FAA Flight Engineer Handbook which includes detailed fire response sections.

Crew Coordination and Communication

Effective Crew Resource Management (CRM) is vital during an engine fire emergency. The following practices enhance coordination:

  • Clear role assignment: The pilot flying (PF) focuses on flying the aircraft and making go/no‑go decisions. The pilot monitoring (PM) handles checklists, communications, and system operations.
  • Challenge‑and‑response: Use standard callouts for each action (e.g., "Fire handle – pulled", "Agent discharged", "Engine – shutdown").
  • Brief the cabin crew: If time permits, inform the lead flight attendant about the nature of the emergency and the plan for landing. They will prepare the cabin for landing and brief passengers.
  • Manage panic: Keep communications calm and precise. Avoid extraneous chatter. Use the PA system only when necessary to instruct passengers.

In a fleet environment, standard operating procedures (SOPs) should be drilled until they become second nature. Recurrent simulator training that includes engine fire scenarios with approach and landing is essential for maintaining proficiency.

Training and Preparedness

The best emergency procedure is one that has been practiced. For engine fires during approach and landing, training should focus on:

  • Memory items: Crews must be able to recite and perform the first few steps without reference to a checklist. Simulator sessions should inject fire events at random points during the approach to build recognition and speed.
  • Single‑engine approach proficiency: Practicing stabilised single‑engine approaches to touchdown, with and without an engine fire scenario, builds confidence and reduces workload.
  • Decision‑making under stress: Train for the "what‑if" – for example, fire re‑ignition during the flare, or a go‑around decision when on one engine with a fire.
  • Crew coordination drills: Cross‑cockpit communication, use of challenge‑and‑response, and managing the roles of PF and PM in a dynamic environment.

Regulatory bodies such as the FAA and EASA mandate recurrent training that includes engine fire emergencies. Airlines and fleet operators should consider incorporating scenario‑based training that goes beyond rote steps, perhaps using line‑oriented flight training (LOFT) scenarios that mirror real‑world conditions. For a deeper dive into simulator‑based training, the ICAO Operational Training Manual offers best practices for designing effective emergency training programs.

Conclusion

Engine fires during approach and landing demand immediate, decisive action guided by thorough training and adherence to established procedures. From the first sign of smoke or warning light to the moment the aircraft comes to a stop, every second counts. By understanding the threat, memorizing the immediate response, and practicing coordinated single‑engine landings, flight crews can manage this high‑stress situation with professionalism and control. The ultimate goal is not just to extinguish the fire, but to land safely and ensure the survival of everyone on board. Regular simulator training, robust SOPs, and a calm, methodical approach are the pillars of effective engine fire management. Always consult your aircraft’s flight manual for exact procedures and remain vigilant—preparedness is the key to survival.