B-52H loses engine
I don't know about the B-52 specifically, but it's common design practice to design the strut such that if a turbine engine seizes at high rpm, the strut will fail and allow the engine to depart the airframe (otherwise the stresses could literally break the wing). There was a case back in the 1960s on a 727 where it's suspected that a large chunk of 'blue ice' was ingested by one of the engines, seizing the LP spool - the strut failed as designed and the engine departed the aircraft. Apparently the flight crew had no idea the engine had departed until a rather alarmed passenger alerted a flight attendant that the engine inlet that had previously been obscuring the view out his window was no longer there 
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A 707 crashed north of Seattle in 1959 during a pre-delivery test flight - apparently they were testing a new yaw damper and in the process performed such a radical maneuver that three of the four engines departed the aircraft. They were too heavy to make it back to an airport and set it down in Stillaguamish River, killing the four people in the flight deck (four others in the back survived)
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I seem to remember there was a slightly B*tchy saying at the time when there was still potential for competition that the Comet buried its engines in its wing roots while 707 buried them in the countryside.......So it was said Im told
A 707 crashed north of Seattle in 1959 during a pre-delivery test flight - apparently they were testing a new yaw damper and in the process performed such a radical maneuver that three of the four engines departed the aircraft. They were too heavy to make it back to an airport and set it down in Stillaguamish River, killing the four people in the flight deck (four others in the back survived)
https://aviation-safety.net/database...?id=19591019-0
Since we are in the discussion of departing engines should we include the American Airlines DC-10 in Chicago where the ATC stated American you lost one engine but the crew couldn't understand they meant it literally?
Since we are in the discussion of departing engines should we include the American Airlines DC-10 in Chicago where the ATC stated American you lost one engine but the crew couldn't understand they meant it literally?
The crew simply fly how the aircraft behaves, often lower drag than with a dead engine. What consequential damage occurs to the aircraft has been the key link to a successful landing.
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I recall that during the Linebacker 2 bombing campaign against North Vietnam (which were 'press on' missions), only one B-52 was allowed to turn back. It had four engines out on one side and landed successfully.
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In 1992 an El Al cargo 747 lost 2 engines on one side after departing AMS, the resulting damage to the leading edge and inability to extend the flaps on one side caused the aircraft to crash into a block of flats. Apparently the pins on nr 3 broke due to fatigue, the engine surged forward and upward, damaging the leading edge and then took out nr 4
In 1992 an El Al cargo 747 lost 2 engines on one side after departing AMS, the resulting damage to the leading edge and inability to extend the flaps on one side caused the aircraft to crash into a block of flats. Apparently the pins on nr 3 broke due to fatigue, the engine surged forward and upward, damaging the leading edge and then took out nr 4
(right hand rule in gyroscopic action)The same cause/movement occurred to the China B747 freighter as well as the B707 freighters cited in the report earlier in the thread.
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The B-52H is a bit different than most commercial aircraft in that it has two engines mounted to each underwing pylon rather than just one. In both cases the engines are attached to the pylon with "fuse pins". When an engine experiences something like a "blade-off" failure that produces a significant dynamic imbalance vibration condition which can cause structural failure of the wing, the fuse pins are designed to shear and allow the engine to drop away from the pylon, limiting structural damage to the wing.
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B-707 accident
My neighbor was in the Braniff B-7-7 that crashed on the test flight. He told me was standing in the cockpit when the pilot turned and yelled for he and the other three to run for the tail. That was what saved their lives.
The same cause/movement occurred to the China B747 freighter
That was a dark time at Boeing - the Lauda 767 had gone down in that same time period due to the T/R deployment in flight - meaning three major Boeing crashes due to mechanical failures of the aircraft in a relatively short period
. That resulted in a major overhaul of the Safety Review processes (I was drafted into the Propulsion Safety Review Board early during that overhaul) - we were told in no uncertain terms that it was quite simply unacceptable for Boeing to loose another aircraft due to a design/build error.BTW warbirdfinder, that's consistent with the story I heard as well - they knew they were going to crash so the people not involved it flying the aircraft were sent to the rear of the aircraft prior to impact - which most likely saved their lives.
Some questions about the B52 Donks
Please forgive me if I'm asking a classified questions. For a long time I've been pondering Donk failures in the Buff here are my questions as follows.
1. How many Donks can she lose on takeoff and still fly?
2. Enroute how many Donks can she lose and still do a drift down to a reasonable altitude?
3. Does it matter much if it's an inner Donk failure or outer Donks?
Thank you all in advance
I also ponder similar questions about the AN225
1. How many Donks can she lose on takeoff and still fly?
2. Enroute how many Donks can she lose and still do a drift down to a reasonable altitude?
3. Does it matter much if it's an inner Donk failure or outer Donks?
Thank you all in advance
I also ponder similar questions about the AN225
Last edited by Pugilistic Animus; 16th Feb 2020 at 05:02.
I don’t know much about the B52 apart from one trip many years ago but since it came into service with 8 x 10000 lb thrust engines and now has 8 x 17000lb thrust engines with a proposal to re-engine with 20000lb I’d guess it’s pretty tolerant of engine failures.
Aside from a trip in one my perf knowledge is limited to a brief by a TP who had the B-52 as one of his project aircraft. The cruise performance is akin to an older generation 4x civilian jet but when laden the T/O performance eats runway length for breakfast. Taking off laden with weapons and refuelling in the air is the preferred and sometimes only option.
Net takeoff flight path (or the USAF bespoke version of it) does honour the loss of an outboard engine. Loosing both engines on an outboard pylon is another matter, with some significant gaps in performance. Vmca with the loss of thrust from an outboard pylon didn't look funny at all. I can only presume that it was this that parked any of the fanciful ideas of swapping from 4 pairs of engines to 4 bigger engines.
Net takeoff flight path (or the USAF bespoke version of it) does honour the loss of an outboard engine. Loosing both engines on an outboard pylon is another matter, with some significant gaps in performance. Vmca with the loss of thrust from an outboard pylon didn't look funny at all. I can only presume that it was this that parked any of the fanciful ideas of swapping from 4 pairs of engines to 4 bigger engines.
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Flight manual for the C and D model here, mention is made of 7 and 6 engine take offs, also operations with four out on one side. Doesn't include performance charts.
https://www.docdroid.net/psiRPHX/boe...ght-manual.pdf
https://www.docdroid.net/psiRPHX/boe...ght-manual.pdf
Perhaps some of you RAF guys can remind folks of the dangers of podded engines when one pukes bits forward and then get ingested by its partner.
Which raises the question of if that has been an issue for the BUFF.
Which raises the question of if that has been an issue for the BUFF.
I did it once in the sim.
Empty aircraft, 8T of fuel (fuel freeze on).
DOH old airport, RW34, ISA and 10kt headwind.
Flaps 10 and only engine number 2 running.
Used about 1/2 of the runway to get to 80kts, against full rudder, whereupon I could gradually open up to full power.
Staggered into the air at the end of the 15,000ft runway and flew to BAH.
Not very realistic but an interesting exercise.