About 150 years ago when I was an FE on the DC-10 the training stated that a
wing engine failure could possibly result in a center engine failure because of
parts being ejected from the wing engine. Any reduction in thrust from the #2
engine on T/O surely nullifies any engine out performance calculations.
Eric
On Wednesday, November 5, 2025 at 08:40:16 AM EST, RWM--- via Mifnet
<[email protected]> wrote:
Plus what appeared to be a compressor stall in #2 due to FOD and/or disturbed
inlet airflow.
Fully fueled, at that takeoff weight, after rotation, with #1 and left wing and
#2 as they were, unlikely to be able to maintain attitude or altitude.
Tragic, including those on the ground.
- Bob Mann
> On Nov 5, 2025, at 01:30, Karl L. Swartz via Mifnet <[email protected]>
> wrote:
>
> I’ve been following it since late afternoon and was surprised that yours is
> the first comment here about it.
>
> 5X 2976 / UPS 2976 was flying SDF-HNL so an augmented flight, hence three
> crew. The accident aircraft was N259UP, an MD-11F first delivered to Thai
> Airways in 1991.
>
> Photographs of the nacelle from the #1 engine, then the #1 engine itself,
> along the runway suggest a catastrophic engine failure which triggered a wing
> fire which is evident in videos of the aircraft as it rolled to the left
> before snagging the left wing on the ground and crashing in a fireball. I’ve
> read comments suggesting echoes of AA 191 ORD-LAX on 25 May 1979 but that was
> a “simple” engine separation versus what appears to be an uncontained
> failure. The NTSB report on this one should be interesting.
>
> -- Karl
>
>> On Nov 4, 2025, at 9:05 PM, Jack Keady via Mifnet <[email protected]>
>> wrote:
>>
>> Icymi UPS at Louisville
>
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