Ahhh...memories....
Great video...
Short story made long...
I used to work B-52's, specifically instruments/autopilot.
Way back when I was a young technician with not a lot of credibility, we had a problem concerning an engine on a particular spot that was overheating. The jet would land, we'd inspect it the engine, find no evidence of overheating, but ended up changing out a few engines (at great cost, a few million $$$ each) because that's what the book said to do.
I didn't come into the picture until the 3rd engine had been changed. Previously the wiring had been checked (numerous times or so I was told), gauges cal'd, engines ran up... Everything checked good....On the ground.
The problem only seemed to happen while it was flying at altitude, with an ambient OAT of...well...we'll say about -50C. AND the engines were overheating by just about double that amount. Normal max temp was about 485C and the engines would get up to about 600C before they shut them down.
In this particular case, the book told us to hook up a Fluke 87 in resistance mode, take a reading in "one direction" (e.g. + to +, - to -), then take another reading in "the other direction" (e.g. + to -, - to +), and take the average of those 2 readings to get an overall resistance value for the wiring. That would tell us if any of the terminals needed cleaning, repair, etc. I knew why this particular method worked (e.g. the way it was connected, the Fluke was either fighting or going along with the current being generated in the thermocouples).
Well, short story made long (again), I ended up sitting down one night with a chart of wire resistances for the various wire types (which I found in the back of my brand new just bought a week before book "The Art of Electronics"), along with a wiring diagram for the aircraft.
I calculated a fair estimate of each leg's resistance for each wire's type, wrote it down, graphed it, etc. A lot of math extending way out to the right of the decimal point and a lot of math that nobody else could begin to understand.
At the end of the night, I came to the conclusion that the wiring was swapped (e.g. + for -) where the engine wiring meets the wing. Problem was to get to that wiring meant a lot of work for a lot of people to pull panels from the aircraft, technicians turning screwdrivers, metal technicians drilling out stripped out screws, and so on.
At the morning meeting (with a lot of heavy hitters and much higher supervision than I cared to deal with since I was basically a young punk), I showed my supervision all of my math (not that one person in the room understood any of it), and tried to explain what I thought the problem was.
At the end of this hours long (seemed like, actually maybe 20 minutes) explanation of what was going on, the big boss (the Wing Commander) directed the flightline expeditor (my boss) to assembled a team of screwdriver turners and screw-taker-outers to assist me....All the while I was getting these looks like I'm a big time dumbass wasting other peoples time. At this point, I'd been on shift for about 13 hours and was getting anxious.
We got a half dozen folks out there, started turning screws, removing panels, etc. I was up there pulling screws out with my paperwork showing how I thought wire #1 and wire #2 were misplaced on terminal #2 and terminal #1 respectively.
After about an hour, we got all the panels off and I was the first to stick my head in there.
and...
Came back out with a grin on my face.
I motioned for the flightline expeditor (my boss) to come over and stick his head in there take a look see.
He came out with a look of "W...T...F..." on his face.
30 seconds later, the wires were swapped.
The worst part about this whole thing....
3 days later was this aircraft's next and final flight to the "Boneyard" at Davis-Monthan A.F.B. in Tucson, Az.
You can see that exact aircraft, 61-027 sitting in the "Boneyard", across the street, right at the junction of Quijota St. and S. Wilmot Rd, circled, with an arrow pointing to the troublesome engine #5 and the panel is under the wing right at the pod root.
Like I said, short story made long.
EDIT: Forgot one small detail...
We figured out later on that when that aircraft had been in depot maintenance, that particular dual engine pod had been removed entirely to facilitate corrosion work on the leading edge and those particular wires that were swapped were 2 of 12 wires NOT in some sort of cannon plug or multi-pin connector...terminal lugs all the way for that bunch.