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What would happen on a twin engine jet airliner like a Boeing 767-X00 series aircraft if one of the engines separated?

In a normal one engine inoperative scenario the asymmetrical thrust and drag is countered with rudder inputs. However, if an engine separated cleanly there would not be the drag associated with it not running. Would this require less control inputs to correct for?

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  • $\begingroup$ The drag from an engine nacelle is always just a small fraction of the thrust available from the engine. If it was any other way many aircraft wouldn't fly. Modern twin-jets are designed to fly on just one engine and handle the asymmetry. You could reduce the symmetry just by reducing the throttle setting, but then you'd likely start losing significant height. $\endgroup$ Commented Mar 8 at 6:20
  • $\begingroup$ I removed the blabla and kept only the core question, which is anyway not that clear: are you asking about a case where one engine is lost and the other stop working? $\endgroup$ Commented Mar 8 at 8:57
  • $\begingroup$ What does OEI even mean? Plus, how was my question not clear? $\endgroup$ Commented Mar 10 at 11:46
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    $\begingroup$ I made an edit in accordance with the way I interpreted the question. If this is not what you meant then please find a better way to say it. $\endgroup$ Commented Mar 10 at 20:48
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    $\begingroup$ @MichaelHall: I've simplified it a bit 😉 $\endgroup$ Commented Mar 11 at 11:26

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Well, the math is really easy.

With OEI, the thrust of the broken engine is replaced by its windmilling drag and their sum (thrust from the surviving engine + drag from the inoperative one) generates a yaw moment which is counteracted by the rudder:

enter image description here Picture from this report, drag D added by me

At pre-design phase, the lateral placement of the engines also takes this condition into account.

When the engine not only fails but completely detaches from the wing, the situation becomes easier by the point of view of the yaw since now the rudder must compensate only for the surviving thrust. Anyway now we have a side of the airplane which is lighter than the other and the lift on that side must be lowered (i.e. increased on the other side) to avoid a roll: an aileron input (or an asymmetric flap/spoiler deployment if possible) is now needed as well.

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