If the engines were to stop for whatever unlikely reason, the airplane does continue to fly. The only thing an airplane needs to fly is airspeed. Normally, the engines produce thrust which in turn gives airspeed, but without the engines altitude can be traded for airspeed. Just like on a roller coaster, as you go down, your speed increases. If you can go down at a controlled rate at an airspeed that produces the most lift with the least amount of drag (called L/D max, for maximum lift to drag ratio) most airplanes glide very well. A -16 has a glide ratio of akin to a 30,000 Lb metal cinder block (7 mile / 5,000'); well, perhaps a little better than a cinder block (it has wings). The pilot maintaines 210Kts + 4Kts / 1000 Lbs of gas and external stores (but only at 6o AoA). I've heard 737 have 15:1 glide ratio (15 miles glide per 1 mile altitude lost).
The details concerning engine out can be found in:
- QRH 2.18 (Engine relight in flight)
- FCOM 1.70.80 (Ignition and starting)
- FCOM 3.02.70 (Engine Dual Failure)
FLIGHT CREW TRAINING MANUAL
REV 21 MAY 98
POWER PLANT
Following a dual engine failure the flight deck indications change drastically as generators drop off line, the RAT is deployed and ECAM prioritizes checklists. Control of the aircraft must be taken immediately by CM1, and a safe flight path established.Clearly if they are dealing w/unrealiable airspeed indicator scenario, they have some problems on their hands.It is important at this stage to correctly identify the failure as it can be easily confused with all engine generators fault. ECAM will prioritize checklists so to avoid confusion read ECAM carefully to correctly identify the failure. It is vital to establish good crew communications and to apply efficient task-sharing.
