Like others have said there are many different considerations, usually you would brief your approach, weather, terrain, notams and threats with your other pilot.

for example, when I’m flying into Aspen my main consideration is the weather and terrain. So if I loose one prior to LIFT I’m diverting, between LIFT and CEYAG I’m executing a missed approach. But after CEYAG I’ll probably land that bird one way or the other. Cause there is no way in hell I’d want to do the single engine balked procedure.

Its a much simpler answer in a single engine machine.

Go missed and hold while you sort it out? 😂

Punch out, await the gifts from seat suppliers and a Caterpillar Club pin.

Thx for the replies and insight.
a certain regional is giving this scenario in recurrent; sometimes on a 3-mile final, sometimes outside the FAF..
Not sure if this is a typical recurrent LOE scenario or just this one company- thx for the answers

Most AQP scenarios are tailored to the specific company.
That’s hard core for a LOE. When I was in an AQP situations like that we’re reserved for the Maneuvers Validation or SPOT session.

Easy....”captain you got the flight controls🤗”..not your prob anymore .problem solved 😂...

Joking aside, lots of variables as stated above..not really right answer-all depends on the scenario, but either way be able to back up your decision whatever you decide to do. Lots of times these issues comes down to split second decisions when they happen at the worst time... so it will completely depend on terrain, wx, crew skill (is it a low time FO flying it prior to final approach fix with hardly any time in the plane or maybe your captain has been behind the ball leading up to it..), or maybe you’re already task saturated with other things. I try not to overthink these things, just comes down to common sense. I’ve never been in this situation in real life, but I’m sure you’ll have a good gauge what the best course of action is if you’re unfortunate enough to be in this situation. Biggest thing, when you make a decision stick with it...if not that’s when these situations start to fall apart and get sloppy

My 121 company allows the CA the option to decide to continue during an approach, as long as a few chores/caveats are met depending on circumstances:

* Flap 20 Vref
* Reconfigure to flap 20
* Disable ground prox warning
* Add buffer for 1 inop landing dist. Easiest is to just double normal landing dist. Simple when the runway is >9000'. Next easiest is to add half again to normal dist which is still a bit above Company numbers (Company amount is to add 40% for 1 inop). Any 7000' would meet that.

Been there a few times.

I'm not sure I'd have called it simple.

Add 20 knots, flaps 15, flap warning gpws to override, land.