Thank you for posting.

That 15 to 20 second period transitioning from ground to air is the absolute most vulnerable period any aircraft is during a flight 100%. Not much any type of safety or human intervention can do during that period. Everything has to work in that very very short time frame of an aircrafts entire flight. Tragic indeed.

American DC10 had a left engine depart the aircraft on rotation. AA Flt 191 in 1979.
Asymmetric thrust rolled the plane into a left wing down impact.
The media pounced on MD but it was improper maintenance which broke the engine hard point. Do not use a forklift!
This engine appears to have failed on TO roll and the engine separated. Between V1 and V rotate, you abort to the sky as you don't have stopping distance.
I think the engine failed and then exploded and separated just before V1.
Too low, slow and heavy.
Condolences to all.

...used to change the engine couldn't hold hydraulic pressure well enough to keep the engine from moving in a sling. The rocking of the engine caused cracks in at least one set of pylons. During takeoff, the weakened pylons broke, but the others didn't, and the engine couldn't break off cleanly. When it did finally detach, it took a big chunk out of the leading edge of the wing. There were some other second- and third-order effects as well, including the fact that the hydraulic system for the slats bled dry from the damage, and some of the warning systems (like stick shakers) were powered by the engine that fell off. (I also think that particular DC10 had no stick shaker on the co-pilot's side--the aircraft manufacturers were nickel-and-diming customers when it came to equipment ).

I was working at McDonnell Douglas in 1979 building the DC9 Series 80 prototype. I saw a 10 wing in Flight Test Bldg connected to many hydraulic rams. They tested the pylon and wing until they bent. There was nothing wrong with the wing or pylon, but the media wouldn't report that.
The 10 orders dried up and the seniority moved to my DC-9 line.
The KC-10 Extender kept them going for a while.

That was it for my aerospace career.

...and they all got lumped together. The reasons for the various accidents were often rather technical in nature, and they weren't all the same (e.g. AA191 was a maintenance disaster that could have happened to any aircraft). The main ongoing problem with the DC10 was the cargo door issue, but that was shared with many other airliners (a 747 nearly crashed when the door opened in flight, just like the Turkish DC10). Nonetheless, orders for new DC10s ended overnight.

AA191 wouldn't have happened if the American Airlines mechanics had simply followed what the GE people told them to do: use an overhead support like an engine crane and detach the entire assembly (engine and pylons together).

…at UPS. This is my nightmare scenario.

I worked in aviation maintenance and manufacturing for 47 years; I just retired after years spent issuing airworthiness certificates of all types, from triple sevens down to light sport and amateur-built. We operate between the lines, but sometimes causes and conditions come together and something like this happens. During that time, I lost several acquaintances and friends. Hopefully, there are still solid people at the NTSB.

I left UPS before they operated MD11’s.

While I was working there during periods of great stress in my life, I started having dreams where I would see my beloved airplanes literally fall from the sky and be helpless to prevent it. All these years later I still have those same dreams when I’m worried and stressed even though I’ve not worked there in thirty years.

I grew up just southwest of 17R/35L, very close to where to airplane went down. Videos of the crash look exactly like my dreams.

Fortunately my sister texted to let us know this was not his plane, before I saw the videos. So sorry for the families that lost loved ones in this tragedy.

and separate the engine from the wing. The aircraft can land on remaining engine(s) as long as the wings are intact and delivering luift. It doesn't matter if all the thrust is coming from only one side.

The shot of the burning engine on the tarmac uisn't necessarily Photoshopped, it's the way planes are designed to operate iwhen an engine fails like that. This one apparently compromised the left wing of the plane in some way and that's the proximate cause of the crash, not the loss of an engine.

... Could also be the number two ingested material from the number one explosion or sucked in enough hot flames and fuel mixture to surge and lose power, she won't take off on one engine and they must have been passed V1.

and my bues guess says there was severe damage to the wing not limited to leaking hydraulics, bnashed linkages, or partial destruction of the wing, itself. The black boxes have been located and they'll tell more of the story.

The death toll is now up to 9.

Also there are 3 engines; one on the tail

Link to tweet

Didn't help that were fully loaded with fuel for the long hop to Hawaii

In the one going down the runway if they had full power from 2 & 3 but not enough lift from the left wing she would have continued to climb until the left wing dipped enough to stall or flipped over, instead it looks like they never got vary far off the ground at all , most likely reason would be not enough thrust from obviously 1 and most likely 2 due to ingesting either debris or fire/burning fuel etc IMO, but the NTSB will figure it out.

Looks like hull #N259UP, originally built in 1991 for Thai Airways as HS-TME. UPS acquired it in 2006.

You might be right about the center engine conking out.

People at r/flying were saying the pilots never had a chance after passing v1 (abort/no abort).

ETA: oh, and they found FLAPS on the runway. Can't remember where I saw that now. But that would turn it to the left.

that the left engine sheared off and was left on the air field, so that photo was legit..

My best guess says that engine took something critical with it when it went. Black boxes will tell the story in a week or two.

in the Navy. Luck was with me, but I did see a number of catastrophic failures. The UPS pilots didn't stand a chance.

Thank-you for sharing this

was having compressor stalls.

That would be a factor in the inability to take off on 2 engines.

Air India also had a 'worst time for this shit' engine shutdown.

I know nothing about planes. I read that Russia was trying to get explosives onto cargo planes, I thought UPS. But it sounds like it's just engine failures, which is kind of a relief, if a tragedy can be a relief.

Have they found them yet?

They can take some fire for some amount of time but I think that one had a very big hot post crash fire