1991 el al crash had the front pins go before the rear ones... causing the engines to crash into the flaps before coming loose

I understand that anything can happen to an engine that will cause excessive damage including mistakes by people on the ground. I'm mainly curious about what would happen, in your opinion, to an engine running at full RPM (what's the RPM on takefoff?) if for some reason, it sucked in a large object such as a geese causing blade damage?

I'm not a degreed engineer but from what I know about rotor imbalance, three criterias come into play: RPM, amount of imblance and distance of the imbalance from the center. For example, with the RPM constant, an ounce of imbalance, one inch from the center increases by a mathematical series of factors
as the distance from the center is increased.

Lots of ineteresting information I've learned from this thread.

Bubblehead

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I understood it was the mounting itself that fractured & not the pin or bolt.

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I think it's most likely the engine would shake itself to pieces & some of these pieces could easily damage the aircraft or passengers in the vicinity of it. This was demonstrated in the case of United Flight 232. Quote:

http://www.airdisaster.com/eyewitness/ua232.shtml

The cause of the engine breaking up was later discovered to be a fatigue crack in the fan disk. Possibly this flaw had been present since manufacture.

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If the same thing would've happened to a Tristar, if would still have what? Tripple redundancy in the hydraulics, because of the way the hydralic system was set-up? I don't think the UAL DC10 even had hydraulic fusings (One-way check valves, to prevent total hyd. fluid loss)
Needless to say, the L1011 had that designed in from the beginning.

I'm not saying the DC10 had a design flaw, but once again proves how technically superior the L1011 was:
SYSTEM REDUNDANCY

The Lockheed TriStar also had a flap-disagreement system, so the slats wouldn't have been retracted on the engine-less wing.
Would that have been enough to save the aircraft, who knows  

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That might be true Nexus but one part of Jake's statement is very important. A jet engine or the remains of it jettisoned from an aircraft could cause a lot of damage & possible caualties on the ground. I don't think this would ever be considered, especially in these days of compensation culture.

Would a fly-by-wire aircraft such as the B777 suffer the same fate if it had lost an engine the same way?

Bubblehead

I dont know about the 777 FBW protections, but let's examine what would've happened to an Airbus A330 with FBW.

If everything works as it should you have bank angle protections at 67 degrees aswell as pitch protection 30degrees up and 15 degrees down.
High angle of attack (alpha) protection is also offered which makes it impossible to stall the Airbus. The Alpha max cannot be exceeded even though the pilot have full aft deflection of the sidestick. This is called Normal law

But what if you lose thean entire engine, like the DC10 we've been talking about?

In theory the damage would be so severe so all protections would likely be lost, the aircraft would probably be in Direct law
This means ZERO protections for bank, pitch and stall.
Autotrimming is unavailable.
The deflections of the sidestick is now a direct relationship between sidestick and control surface. No signals are augmented via the flight computers.

But the slats on the engine less wing would not retract, since the Airbus has "wing tip brakes", which prevents slat/flap movement in cause of a runaway or hydraulic failure. Also keep in mind that the hydraulic systems in an Airbus are VERY segregated.

So I think the Airbus crew would have a better chance...
But your question is too complicated to give a correct answer, even for a professional pilot, so an amateur like me can only specualate, really.

Edit: Just talked to a former A330 captain. And listen to this...this is just incredible. He said that aslong as you have ONE functional hydraulic system, the aircraft can still be flown normally ie: in NORMAL LAW.
Sounds too good to be true actually.