Centaurus

If practicing a dead stick landing in the simulator (you should be so lucky) - setting it up on a long final is relatively easy. But engines don't always fail at 10 miles from the airport.

The real skill is judging and planning the excercise from cruise altitude. The aircraft may be in IMC at time of dual engine failure. Allowing a compromise between available simulator time and probability of the need for a second attempt, starting the excercise from 20,000 ft allows more flexibility in runway selection depending on weather, wind etc and speed selection.

Forget attempts to re-start engines since that can be done as a separate exercise at another time. Keep in mind the aim is to become competent
at glide distance v height judgement, speed, flap and gear optimum selection and importantly runway selection in the case of multiple runways available. It is no `fun` exercise and should not be scheduled as such.

Desert185

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.

nick14

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!

de facto

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?

Nick,would you be so kind and share such guidance with us?

BOAC

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

de facto

Thank you BOAC, I am aware of this website,I am interested in the Boeing guidance that he apparently has...

WindSheer

Nick14
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.