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Did someone say TURB??  
User currently offlineaviator_ua From , joined Dec 1969, posts, RR:
Posted (17 years 4 months 1 day 3 hours ago) and read 1007 times:

On March 31, 1993, the No. 2 engine and engine pylon separated from Japan Airlines, Inc. flight 46E, a Boeing 747-121, that had been wet-leased from Evergreen International Airlines, Inc., shortly after departure from Anchorage International Airport, Anchorage, Alaska. The accident occurred about 1234 Alaska standard time. The flight was a scheduled cargo flight from Anchorage to Chicago-O'Hare International Airport, Chicago, Illinois. On board the airplane were the flightcrew, consisting of the captain, the first officer, and the second officer, and two nonrevenue company employees. The airplane was substantially damaged during the separation of the engine. No one on board the airplane or on the ground was injured.
Flight 46E departed Anchorage about 1224 local time. The flight release/weather package provided to the pilots by Evergreen operations contained a forecast for severe turbulence and indicated that severe turbulence was reported by other large airplanes. As flight 46E taxied onto the runway to await its takeoff clearance, the local controller informed the flightcrew that the pilot of another Evergreen B-747 reported severe turbulence at 2,500 feet while climbing out from runway 6R.
After takeoff, at an altitude of about 2,000 feet, the airplane experienced an uncommanded left bank of approximately 50 degrees. While the desired air speed was 183 knots, the air speed fluctuated about 75 knots from a high of 245 knots to a low of 170 knots. Shortly thereafter, the flightcrew reported a "huge" yaw, the No. 2 throttle slammed to its aft stop, the No. 2 reverser indication showed thrust reverser deployment, and the No. 2 engine electrical bus failed. Several witnesses on the ground reported that the airplane experienced several severe pitch and roll oscillations before the engine separated.
Shortly after the engine separated from the airplane, the flightcrew declared an emergency, and the captain initiated a large radius turn to the left to return and land on runway 6R. The No. I engine was maintained at emergency/maximum power. While on the downwind portion of the landing pattern, bank angles momentarily exceeded 40 degrees, alternating with wings level. About 1245, flight 46E advised the tower that they were on the runway.
The National Transportation Safety Board determines that the probable cause of this accident was the lateral separation of the No. 2 engine pylon due to an encounter with severe or possibly extreme turbulence that resulted in dynamic multi-axis lateral loadings that exceeded the ultimate lateral load-carrying capability of the pylon, which was already reduced by the presence of the fatigue crack near the forward end of the pylon's forward firewall web.
As a result of its investigation of this accident, the National Transportation Safety Board made seven recommendations to the Federal Aviation Administration, including the inspection of B-747 engine pylons, the potential meteorological hazards to aircraft,,, an increase in the lateral load capability of engine pylon structures, and the modification of the aircraft departure routes at Anchorage International Airport during periods of moderate or severe turbulence. The Safety Board recommended that the National Weather Service use the WSR-88D Doppler weather radar system at Anchorage, Alaska, to document mountain-generated wind fields in the Anchorage area and to develop detailed low altitude turbulence forecasts. Additionally, the Safety Board reiterated to the Federal Aviation Administration Safety Recommendation A-92-58, which urged the development of a meteorological aircraft hazard program to include other airports in or near mountainous terrain. Legend:

4 replies: All unread, jump to last
User currently offlineBryanG From United States of America, joined May 1999, 452 posts, RR: 0
Reply 1, posted (17 years 4 months 1 day 2 hours ago) and read 1002 times:

I can't remember the year exactly, but there was a BOAC plane back in the '60s that was literally blown apart by turbulence over Mt. Fuji in Japan. A gust took off part of a wing and most of the tail, and led to immediate structural failure.

Also, I saw TV footage once of a B-52 that lost nearly 100% of its vertical stabilizer after a big gust on a low-level mission in mountainous terrain. It was able to land safely.

User currently offlineTAD From , joined Dec 1969, posts, RR:
Reply 2, posted (17 years 4 months 1 day 1 hour ago) and read 1001 times:

At least was a freight flight. As some freight-dog pilots I know have said, "Boxes don't complain about turbulence".


User currently offlineWill From Australia, joined May 1999, 79 posts, RR: 0
Reply 3, posted (17 years 4 months 1 day ago) and read 1001 times:

G'day All.
l must confess, but l don't remember this particular incident, but it bring's back memorys of the B747's being plauged with pylon trouble. The B767 in a way had a simular pylon design to B747's, and an A.D. was issued on the B767 to inspect fuse bolt's on all pylons, and l know a few interesting situations where found among the B767's before they became news.
Hopefully Boeing has learn't....
See yah..

User currently offlineL-188 From United States of America, joined Jul 1999, 30403 posts, RR: 57
Reply 4, posted (17 years 4 months 19 hours ago) and read 1001 times:

I belive ANC and EDF both continued operations through this incident. The controlers at Anchorage Center later had hats made up with a three engined 747 on them.

Personally the roughest landing that I had was landing over the dike at Adak in a 727 with a forty five knot tailwind. Surprisingly we didn't knock any of the oxygen masks out of the ceiling

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