Date: 201401
Local time of day: 0601-1200
Location: EWR.Airport, NJ
Flight conditions: IMC
Weather elements / visibility: 1
Light: Daylight
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
Airspace: Class B EWR
ATC / advisory: TRACON N90
Aircraft component: Turbine Engine
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; First Officer
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter Weather / Turbulence
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: General None Reported / Taken
Contributing factors: Human Factors; Aircraft; Weather
Primary problem: Aircraft

Narrative: While being vectored to final during the dogleg we received a Level 2 'Air System Pressure 3 Lo' alert. I began to secure air system 3 using our QRH. During this time we noticed a 'Confirm Engine Out/Clear' prompt on our MCDU. I asked the Captain if he had split the throttles for some reason and he replied 'no.' I selected 'clear.' Shortly after we then received a Level 2 'Engine 3 RPM Lo' alert as we rolled out on approximately 8 mile final. We then initiated the QRH checklist then upon reaching the FAF the Captain elected to finish configuring. The runway was in sight; aircraft was stable; and the Captain left the throttle in idle (still producing power) and landed uneventfully. After clearing the runway the Captain elected to secure the Number 3 Engine. Taxi was uneventful. There were many factors in play during this approach. Newark was just finishing a strong blizzard; JFK and other area airports (we had heard) were closed so rather than going back into the weather we elected to land. In hindsight; since we had enough fuel we probably should have been vectored back out for another approach; declare an emergency and verify we had run all appropriate checklists.


Second narrative: We were being vectored to the ILS when we had an Air System 3 low press alert. The First Officer took out the checklist and secured the Number 3 Air System. We were about 15 NM from the airport. We continued with the approach while beginning to configure for landing. Just before being vectored for the final intercept heading the First Officer asked if I had split the throttles. I said no. He then cleared the confirm engine out that came in the MCDU. The Number 3 Engine had not rolled back enough for us to notice a problem. The autopilot was on and flying the aircraft just fine. As we approached about an 8 NM final we got an Engine 3 low RPM alert. The First Officer initiated the Engine 3 Low RPM Checklist. We were then approaching the outer marker. I told the First Officer to complete the Landing Checklist as we finished configuring for landing. We then finished the Low Rpm Checklist after landing. The weather was well above CAT 1 minimums with good braking action. I decided to land instead of going around because I did not want to go back into the weather when I had the runway in sight. We were very busy and I had the thought to call for an emergency but elected to land. In hindsight I should've declared an emergency just to make sure ATC was in the loop.


Synopsis: MD11 flight crew experiences an Air System 3 low pressure alert while being vectored for approach. A few minutes later an Engine 3 low RPM alert is displayed. The Low RPM Checklist is initiated by the First officer; but the Captain elects to complete the Landing Checklist and land before completing the Low RPM Checklist.