B737 Undifferentiated or Other Model
Flight Crew Last 90 Days 150; Flight Crew Total 13000; Flight Crew Type 5500
Human-Machine Interface
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
General None Reported / Taken
Aircraft; Weather
On approach [eight mile final for the ILS]...at approximately 2;500 FT we selected TAI for the engines as we began to enter icing conditions (a cloud deck from approximately 2;500 FT to 800 FT). This was the first time during the flight that we used the TAI. The Number Two Engine TAI showed a disagreement indication: bright light on the overhead panel and a yellow indication on the engine instruments. We cycled the TAI several times to no avail. Although the 'correct' response would have been to go around; climb to a non-icing altitude; run the QRH; and continue the flight; given the lack of fuel available (approximately 6;900 LBS); and at least a 200-300 mile flight to find non-icing conditions (if not much more) and the knowledge of the system and the QRH procedures combined with a very thin cloud deck; we chose to continue the approach rather than waste fuel on what would have been a futile attempt to 'fix' the issue. In short; we knew we were going to have to descend through the deck with the TAI inoperative no matter what. The TAI valve circuit breaker was in.
[Narrative #2 contained no additional information].
Upon entering icing conditions on final approach; B737 flight crew received Engine Thermal Anti-Ice inoperative indication for the Number Two Engine and continued the approach to an uneventful landing.