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Note:  The use of autothrottles is not recommended during one engine inoperative approaches and missed approaches.
ILS - One Engine Inoperative
Recommend trimming the aircraft carefully at flaps 15. maneuver speed to achieve a stable condition prior to landing gear extension. The autopilot will be disconnected prior to glideslope intercept. Landing gear should be extended and LANDING CHECKLIST called for when the glideslope indicator is at one dot below glideslope. At glideslope intercept extend flaps to 28. and slow to target speed (no less than VREF 28. /LAND + 10 knots). Adjust rudder trim as required for approach configuration.
When control wheel is centered, the aircraft should hold heading and have no tendency to roll. If this is not the case, adjust rudder and/or rudder trim as required. Use small control wheel inputs to follow the flight director commands. When stable on final approach, recommend a quick mental review of actions for a missed approach and reminder to PNF to center rudder trim for landing.
When maneuvering visually on short final during a low visibility approach, monitor glideslope or VASI to assure a safe landing. The rudder trim must be centered prior to nose gear touchdown.
Go-Around (One Engine Inop)
PILOT FLYING (PF)  PILOT NOT FLYING (PNF) 
Simultaneously apply GA thrust, push TOGA buttons, Call “FLAPS 15. , * CHECK MAX POWER” Manually rotate to F/D pitch command of approximately 13. . Apply rudder to keep wings level.  Move flap/slat handle to 15. detent. Push GA on the TRI if necessary and advance throttle to the GA EPR limit. Monitor engine, instruments, and flight path control. 
Call “POSITIVE RATE, GEAR UP, ALTITUDE ARM” when a positive rate of climb is indicated. Maintain wings level and adjust pitch to maintain go-around speed.  Position the landing gear handle UP on command. Pull ALT knob to arm altitude. Monitor engine, instruments, and flight path control. 
Climb at Go Around Speed for  Monitor engine, flight 
28° land from speed cards. Limit  instruments, and flight path 
bank angle to 15.. (Bank angle  control. 
up to 25. may be used if required  Advise ATC of missed approach. 
for special procedure.) 
Call “HEADING SELECT” at 400 feet AGL if a turn is required. (Turn may be started as low as 50 feet AGL if required for special procedure.)  Select correct heading and pull HDG knob into heading select. 
At flap retraction altitude: Call “ALTITUDE HOLD, SPEED SINGLE ENGINE CLIMB” Follow FD and accelerate in level flight.  Push ALT HOLD button on FGS panel. Set speed bug to 0./TO maneuver speed plus twenty-five (25) knots. 
At flap retract speed:  Move flap/slat handle to retract 
Call “FLAPS UP”  flaps and slats at appropriate 
At slat retract speed:  speeds. 
Call “SLATS RETRACT” 
(Continued) 

* In Mexico City or similar high altitude airports, use flaps 11..
PILOT FLYING (PF)  PILOT MONITORING (PM) 
At single engine climb speed: Call “IAS, OVERRIDE, MCT” Follow FD and trim aircraft as required.  At single engine climb speed: push IAS button on FGS panel, move AIR COND SHUTOFF switch to OVRD, push MCT button on TRI and check correct EPR is set. Disengage autothrottles. 
Call for the AFTER TAKEOFF CHECKLIST. If desired, Call “AUTOPILOT ON”  Engage the autopilot and complete the AFTER TAKEOFF CHECKLIST. 
Determine the next course of action.  Advise ATC of the Captain’s intentions. 

Pay special attention to fuel crossfeeding requirements when accomplishing the AFTER TAKEOFF CHECKLIST.  If returning for another approach, reaccomplish the ONE ENGINE INOPERATIVE APPROACH AND LANDING CHECKLIST.
After cleanup and acceleration, the climbout is made at single engine climb speed until pattern altitude or enroute climb clear of all obstructions. Single engine climb speed is below maneuvering speed and bank angle should be limited to 15.. Once level at pattern or enroute altitude (and clear of all obstructions), a maneuvering speed should be attained to restore normal maneuvering ability.
Non-Precision Approach One Engine Inoperative
A non-precision approach with one engine inoperative will be flown using standard constant-rate-descent non-precision approach procedures (see Non-Precision Approaches, Section 4) with the following additions:
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Final approach will be flown with flaps at 28° and target speed at 28° / LND Vref plus wind additive (minimum 10 knots for go-around capability).

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Recommend trimming the aircraft carefully at flaps 15° maneuver speed to achieve a stable condition prior to landing gear extension.

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