An inoperative engine creates much less drag than a flat plate of the same cross section. According to Sighard Hoerner's Fluid Dynamic Drag, the drag coefficient of a flat plate is 1.17. An engine nacelle has rounded intake lips which help the flow to stay attached while flowing around the nacelle. The closest of the generic bodies in the table below would be the sphere (drag coefficient of 0.47).
Figure 33 from Sighard Hoerner's Fluid Dynamic Drag, Chapter 3. Left column: Bodies of rotation; right column: Cross sections of 2D-bodies.
Much depends on the detail of flow separation at the forward corner, and here modern engines are rather good. If the flow stays attached, drag will be much lower than with the massive separation around and behind the flat plate. Air flowing out from the inside and over the corner of the flat plate will need some space to "turn around", effectively increasing the blocked cross section that the outside flow experiences.
Note that the reference area for all values here is the cross section of the body perpendicular to the flow, while the reference area for airplanes is their wing area.
Depending on the type, the diameter of one GE90 engine is 134 or 135 inches. Two of those power a Boeing 777 which has a wing area of 427.8 m². The ratio of engine frontal area to wing area is thus 1/23.335. The (estimated) drag coefficient of the nacelle of 0.5 would shrink to 0.0214 when referenced to the wing area. This would increase the total drag by about 50%, so instead of an L/D of 18 without engines, the airplane would have an L/D of 12 with inoperative engines.