Selective on/off of the fire handles/low pressure/high pressure fuel cocks (depending on a/c type) with ignitors on continuosly, would permit thrust to be modulated until closer to finals - Aha!, we've gone full circle in aviation, the Sopwith Camel Technique!!!
Seriously though, the approach is going to be your only real challenge. Aircraft of the B737-200 and DC9 era (and most others which followed) use/used reduced Flap settings for OEI Approach. Personal observations of engine failure with Full Landing Flap, and the Flap being retracted to the OEI setting ALMOST compensated for the engine loss, with about 7% N1 increase required on the live engine. So....... throw the SOP out the window (allowed when you're having a 'bad hair day') and approach with FULL Landing Flap. Speed may still be a bit high on final (not as much as you may think), and use the NORMAL Landing performance data, which provides a 1.67 times multiplier on actual landing distance. For a 130 Kt Vref, that allows for about 169 kt at touch-down. Cut the fuel as the wheels touch down.
Worth thinking about
Regards,
Old Smokey