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Old 26th Dec 2012, 06:51   #21 (permalink)
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As a company that has first hand experience of this type of event, it is built into our recurrent training schedule so that we practice this at least once very 3 year cycle. We have guidance from Boeing regarding how to fly it and company guidance.

It's a challenging event although if you make it to the airport boundary you have a significantly higher chance of survival as a previous poster stated. Do not change gear or flap position, fly vref but not below, start the apu if you have time and try the relight. Inform cabin crew, ATC and then prepare for the touchdown.

It's great to see this done in the simulator as it helps with the startle factor and preparation of the crew for all eventualities!
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Old 3rd Jan 2013, 09:13   #22 (permalink)
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I just did a power to idle descent from 72NM out to land without adding power in a DC-8 last May (a demo to prove a point). Certainly doable if one is familiar with one's particular aircraft and energy management.
Idle descents are quite normal and easy if ATC does not interfere.

I guess idle thrust and no thrust makes quite some difference..
By the way,did your airline pick up on your point proving unstabilised approach?

We have guidance from Boeing regarding how to fly it and company guidance.
Nick,would you be so kind and share such guidance with us?

Last edited by de facto; 3rd Jan 2013 at 09:15.
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Old 3rd Jan 2013, 09:41   #23 (permalink)
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There certainly is 'guidance' around on heights/ranges/key points etc engine out for 737.

You may want to look at Chris Brady's excellent 737 site?

Loss of Thrust on Both Engines
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Old 3rd Jan 2013, 11:06   #24 (permalink)
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Thank you BOAC, I am aware of this website,I am interested in the Boeing guidance that he apparently has...
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Old 11th Jan 2013, 09:31   #25 (permalink)
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I am interested in your comment of not to move gear or flap positions. It is apparent that reduction of flap saved the day with the BA777 incident. Is this discussed in training? I am not doubting your quote, just curious.
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