Dual engine failure on approach
Joined: Mar 2008
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From: Western USA
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.
Joined: Mar 2005
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From: My house
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!
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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From: Home soon
Desert185
Join Date: Mar 2008
Location: Western USA
Posts: 126
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.
Join Date: Mar 2008
Location: Western USA
Posts: 126
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.
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.
Last edited by de facto; 3rd January 2013 at 09:15.
Per Ardua ad Astraeus
Joined: Mar 2000
Posts: 18,575
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From: UK
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
You may want to look at Chris Brady's excellent 737 site?
Loss of Thrust on Both Engines
Thread Starter
Joined: Oct 2004
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From: Near sheep!
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.
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.
