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1 dead in Southwest Airlines flight has uncontained engine failure

PHILADELPHIA -- A Southwest Airlines jet apparently blew an engine and got hit by shrapnel that smashed a window and damaged the fuselage Tuesday. Southwest Flight 1380 was flying at about 30,000 feet when the explosion took place. The incident killed one passenger and injured seven others, authorities said. The plane, a Boeing 737 bound from New York to Dallas with 149 people aboard, made an emergency landing in Philadelphia just before noon as passengers breathing through oxygen masks that… ( さらに...

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Viperdoc 42
Great job by all of the crew getting down fast and safely.
Love when the air traffic controller advises plane to stop where they need to. The reply, "we'll stop by the firetrucks" is perfect.
United 232:

Sioux City Approach: "United Two Thirty-Two Heavy, the wind's currently three six zero at one one; three sixty at eleven. You're cleared to land on any runway.”
Haynes: "[laughter] Roger. [laughter] You want to be particular and make it a runway, huh?"
I remember that so clearly... What a great crew that was...
"Sully" Sullenberger already forgotten and history?
Interesting trivia,I went to see Captain Sullenberger speak at Seattle’s Museum of Flight several years ago. There were maybe 100 people in the audience and when he was done Sully took questions from the audiance. I was more than surprised when one of the questioners introduced himself as Al Haynes! It was interesting seeing two so experienced old hands discussing how to handle an emergency...

As an aside my father was a senior UAL pilot when Haynes was just starting and while Mr Haynes said they never flew together he admitted knowing who my dad was and described him as “one of those hot shot pilots” he looked up to back then. Made me feel proud of my dad...
Only by the average walk-on-gargo. Cpt Sullenberger's Cactus 1549 'unable' and "We can't do it ... We're gonna be in the Hudson" will be remembered. His comments on the SWA pilot carries the weight of one who has 'been there, done that, got the T-shirt'
I do not think he is forgotten... I have met him and he is a very nice person. He was the right person at the right time in the right position!
I noted that, too. And, she was really calm.
Yes, knowing her history I wasn't surprised when the news kept saying how calm she was etc, but then to hear her voice? Impressive!
By getting the plane off the main runway, it allowed operations to continue, even at a slower rate. That consideration made the lives of thousands of people easier that day, not just the folks on the plane. It's the little things that count.
i listened and i thought both pilots were amazingly calm. They really knew what they were doing and landed that thing perfectly. the communication between ATC and the flight was great as well. the FD on the ground communication wasn't that great stop asking so many questions and get on board the aircraft. Scary all around.
Nice to hear how approach handled them - "make final as long as you want; if you need more than 20mi, let me know and I'll move some other people around..." and "don't worry about that we'll deal with it on the ground" - and how tower handled others - "approach clearance canceled. Other a/c needs priority". Comforting and reassuring to see the emergency a/c getting the attention they need (I know that is what the regs say, but its nice to hear it in action), and everyone working the problem.

One question: I thought radio was often done by one pilot and aviating done by the other pilot. Any idea how responsibilities would have been divided in this kind of emergency?
In this case, I want to hear the CVR. This will tell us how duties were split. I don't know SWA procedures but this was one in a million events. There was not a simple checklist to follow. I imagine Tammie Jo said she would continue to fly and talk to ATC. Her FO was VERY busy running several emergency checklists and probably talking with the cabin. Sounds like what Sully did.
SWA has experience flying without Nose Cowls and Depressurized Cabins... They have done it before!
sparkie624 16
Why do people have problems with the truth... - Faulty Inspection was to blame - Faulty Inspection was to blame - Faulty Inspection was to blame (This was the other Nose Cowl

You can keep looking into their history of getting into a rush, check out: - Over ran runway, crew not properly trained on using auto breaking in weather. - Crew landed with excessive speed - Crew got in a hurry, CVR heard the captain no happy with FO missing first 2 approaches, takes over, comes in too steep, could not flair. On the CVR she is heard saying "If we do not make this approach we will not be able keep our schedule" - She landed plowing the nose gear into the Electronics Bay.. She came in too steep and cold not flare properly

I have said nothing but factual truths, but yet getting down voted! I have 35 years of experience and much of it on the 737, I know about every nut and bolt on that plane. I know the culture of SWA and I left there because I was not going to put my license a risk to keep their planes flying to substandard levels.

I am sure this will get down voted... But I have said nothing wrong, and have broken no policies. I have done what so many have done... Stated my opinion. I was down voted because I said it was not an uncontained failure... I was 100 percent correct, It was a cowl failure that failed, and I would be willing to bet that it will come down to maintenance related issues....
wingbolt 10
I think Peter F Hartmann, Esq. might have hacked Sparkie’s account. I sort of miss Peter! It’s been boring since he got banned.
Oh the esquire. I miss the entertainment he'd occasionally provide, but certainly don't miss his nonsensical rants about "flyers" needing to get off his lawn and the inevitable "esquire spiral" that would ensue.
Haven't seen him or 'Wilbur Sanchez'. I did get an alert his plane flew form Prescott to Yuma and back a week or so ago.
wingbolt 0
LOL.. I had forgotten that name.... LOL, wish you had as well.
wingbolt -2
I tried. But your rants based on either bad facts or no facts keeps reminding me of him.
We will wait and see what the NTSB says in a few months or so... And any regular around here knows my feelings on SWA... They definitely left a sour taste so to speak... I will try to calm down...
wingbolt 5
Since there is a fatality I doubt the NTSB will have any factual findings for a year. But they outclass you by leaps and bounds when it comes to knowledge in these areas. So you are right by letting them do their jobs. Before they publish their findings there will probably be several dozen experts involved. It will include experts in airframes, engines, ops, maintenance, aerodynamics, metallurgy, composites, just to mention a few.

On a side note I googled engine cowling coming off in flight. It has happened to multiple carriers and several different types of aircraft. In one instance a fan blade did break and completely destroyed the cowling. Although you have made it abundantly clear you have an ax to grind with Southwest I would say there is plenty of malfeasance thought the industry to go around.

Chances are someday you will be right and Southwest will have a major accident with mass loss of life and you can thump your chest in triumph. You will be able to tell everyone you warned them and no one would listen.

Or maybe you could just be sad for the loss of innocent life and realize it could happen it anyone. Let the investigation come to some conclusion based on facts and science and hope that something constructive can come from it. That is how it’s supposed to work.
I was on a body recovery team for the USAir crash in 1993 and to this day - despite my Dad being a pilot and my flying since I was in diapers - I still have a brief flash of panic whenever I takeoff. It's gone in a second or two, but if you have just one experience with these situations flying will never be the same for you again. None of these situations are good, regardless of the carrier. I'm honestly surprised the human loss of life wasn't greater in this instance. But humans build, maintain, and fly airplanes and that means mistakes will always happen. We just have to hope for as few of the truly random incidents as possible and press airlines to be aggressive with maintenance and to listen when manufacturers bring issues with their components to their attention.
wingbolt -4
Who needs the NTSB, you got it figured out with a couple of paragraphs from CBS news. Incident at 10AM, probable cause by lunch time. Who needs engine logbooks or track TSO or time in service. Or cycles even. You could save millions of dollars in paperwork alone. You truly have missed your calling.
sparkie624 -1
I think that you need to review "Aloha Airlines 243" and that will give you some good reasoning why we need them.
I have to disagree (respectfully). I don't miss him at all. It maybe boring, but it's a lot more pleasant.
I wonder about this as well. Why have there been 2 cowl failures on SWA planes, but none on any other 73X operator? Have they had issues with the fan blades showing metal fatigue as well and had the blade(s) replaced before a catastrophic failure or have they had such failures and the cowls contained the broken blade?

I put forth that SWA could have removed the pieces designed to hold parts in to save weight so they could pack more in the cabin. True or not, one has to wonder why the cowls are not holding the broken blades the way they should.
Sparkie624, since you have worked on the 737s, I was wondering what a guesstimate as to how long an A/C would be out of revenue service for the MX testing for this would be. For some reason, I was reminded of the controversy over the 74 Ford Pinto & it's gas tank redesign.
That would depend on the inspections. they receive a good walk around visual at least once every 3 days. At least once a year they go through a hangar for NDT where they crawl all over the fuselage with electronics looking for cracks, but more so looking for corrosion. Every few years and this is going to be different with every carrier the a/c go into heavy maintenance where the plane is torn apart. The interior and every thing is tore down to the structure, inspected from both sides and any discrepancies repaired at that time.

I hope this answers your question!
Well, I was specifically wondering how long to inspect and test the blades to satisfy the FAA Directive to estimate how long the A/C would be out of service. You covered everything form A to D.
To be honest, I don't know how long it takes. Every airline that I have worked for does this on time changes the blades and sends them back to be reworked and that is when they are inspected. It really kind of stumped me when SWA said they were going to start the ultrasound inspections! I mean really, this should have been a scheduled task back since they started with the first 300.
Curiouser and curiouser. Thanks.
Try again. N7725W
According to the FAA, there is no N7725W.
N772SW sounds better.. A lot of their planes in in SW and some people mistake the S for being a 5! They have had that plane since 2000.
Yes, confirmed N772SW.
dodger4 7
Passenger Martinez needs to pay more attention to the pre-flight safety briefing and the descriptive briefing card in the seat back in front of him, to apply and use the oxygen mask correctly.
Can't imagine what he was thinking to take time for a selfie?
Maybe he thought it was an air sickness device?
What do you expect from former frequent Greyhound Bus travelers?
SoNic67 6
A great job by the pilot in given circumstances!
If either pilot was wearing a Fitbit it would be really interesting to look at their vitals (heart, breathing etc) when they lost an engine and cabin pressure simultaneously, (and from some reports hydraulics). How many horns and other alarms would have suddenly started demanding immediate attention ? Not knowing of what possible airframe damage occurred, how fast did they dive. Whats VNE if you don't know if the leading edge will tear away ? And how did they handle the throttles and how long did it take to identify which side because until they were absolutely certain which engine went they might not have wanted to fire the bottles into the good engine. This should be an interesting CVR/timeline to read.
On the question of the descent, if you look at the profile, it was fairly constant from 32,000 to 11,000 over 7 min, i.e., 3000 fpm. Speed very controlled. Nothing crazy as you might think from reading some of the press.
I thought the a/c immediately pitched and rolled left.
It did due to the drag caused by the cowling being torn off.
And the sudden loss of power!
Agreed, sparkie. Autopilot was probably on and then kicked off. Tammie Jo probably took control and righted the steep bank. Many warning lights flashing and engine indications going to zero, cabin pressure warning, donning O2 masks. WOW, things were happening fast. All within about 60 seconds. She did the correct thing-----she flew the aircraft first. I'm a former USAF fighter pilot and we trained to try and save the aircraft but if that was impossible-----eject. You can't eject from a 737.
It must feel a little confining at first when you start flying aircraft that you can't eject from!
He was in RVSM Airspace, to be legal, he had to have the A/P engaged.
You can hear the first contact with PHL tower and SWA1380 at around 18:30 at the link below. The pilot sounds stressed and numb.
Not really. She was maybe still using her O2 mask. She and her FO were probably running all checklists and worried about aircraft control. She did an amazing, calm, cool job. I think she was a bit relieved to have everything taken care of and now only had to land.
Remember, the crew had no idea what exactly happened until they had time to analyze and react to the event. First priority is FLY THE JET!!! Then navigate. Then communicate. New York center and Philly approach control did a fantastic job. They gave her exactly what she wanted.
Thanks Tom. Both seem stressed. Towards the end of the recording the (male) voice readsback the "Cleared to land 27-Left" as "27-Right". But under the circumstances stress is completely understandable and overall they seem to handle it very professionally. There is also the calm (British-like) statement by the female that pieces of the a/c are missing. If it hadn't been for the loss of the pax it could have been humorous.
Chris B 8
Dob't forget they were probably using Oxygen masks during the initial phase of this emergency. audio is very different.
That was my take on the audio.
thirsche 1
Thanks for the recording Tom. Maybe just me but seems like they took a while to get EMS on assistance on board.
Most of the photos from inside the plane show passengers with oxygen masks over their mouth. Guess they didn't listen to the safety briefing . . . goes over your nose as well.
In that event, they were probably only breathing through the mouth anyway.
Maybe it's something poor quality control with the walk-on cargo?
Chris B 3
Pilot names etc
Pics show damage on the LE slats. Good thing nothing penetrated the wing towards the fuel tanks. I could imagine this would have been much worse than one dead. You can hear on the ATC recording they had over 20,000lbs of fuel onboard. Heavy hearted thanks to all involved.
Wonder if this is a CFM56 like the one that failed in 2016 on an SWA Flight.
Almost exactly the same... And very strange that SWA is the only one 2 have 2 of these failures in all the years these engines have been in service.
bbabis 5
On a further note, there is a picture ftom in the cabin that shows not one passenger in the frame has their mask on correctly. Do they ever pay attention?
Hard to take a good selfie with a mask on.
Reality Check.... Watch around the cabin as the FA's are giving the announcements... Sure they look out of respect, but really... How many really pay attention... After all.... They all know that is not going to be their flight that needs it most.
I noticed that myself. While I do not pay attention anymore, due to flying since I was 6 or 7, hell 50 years now, I know how to put on a mask and do know where the exits are after looking (I will even pick out an exit row seat if I can). I even peruse the aircraft safety card. Does this apply to everyone? Most likely not. I have had occasion to believe that we were losing cabin pressure when the masks dropped and the alarm went off in a T-39 I was flying on from The Philippines back to Okinawa. I know plenty enough about hypoxia due to my previous pressure chamber training (it is just like what is seen in An Officer and a Gentleman). I will ensure I put the mask on correctly.
Looks like they cancelled that flight number, probably won't be used again ever.
thetrain 2
I don't think yikes! is really the right vibe here. It was a lot more serious than that. The pilots dropped this bird about 20,000 ft in 5 minutes, and they were on the ground in 15.
Don't think they had much choice if you view the track log. Dropped airspeed from 452 to 289 and 32.5 to 17.0
Great job by FAA to rule on mandatory fan blade UT scans. It will be costly, but in the best interest of safety & customer confidence.
The window that was blown out is far aft of the engine which suggests to me that perhaps this was not an uncontained engine failure. Most likely sections of the cowling struck the side of the aircraft after if fell off and as fate would have it that window was taken out.
sparkie624 -5
You are exactly correct... The fan is still installed... If one part had broken loose, all of the fan blades would show damage... Again, this was not a Unconstrained Failure... It was a Cowling Failure exactly has happened in 2016.
30west 8
Sparkie, you need to do some research before declaring a cause of this accident.

As reported in USA Today, Robert Sumwalt the Chairman of the NTSB, confirmed that one of the twenty-four fan blades was broken off at the hub and that there is evidence of metal fatigue fatigue where the blade separated.
sparkie624 -3
I will look into it in more detail, but for one of those blades to fail that way after such inspections as are required by the FAA and the Manufacturer. I think a better analogy would be the cowl caused the fan failure as there was down down stream damage internal to the engine itself... If the fan blade had failed on its own, it would have ripped the guts out of the engine. I think a better analogy would be the cowl came off, a piece hit the fan and caused damage to it. Once the cowl came off, it would have disrupted air flow prompting derbies to damage the blade and causing all the other damage. I am not trying to declare the cause, but the fact that there was evidence of metal fatigue.... There is only one thing and one thing only that can explain why it was not detected. Missed or Improperly complied with inspection! This incident was preventable in many different ways and all of those ways aim directly at the maintenance department.
Crew did a great job, probably a good thing the captain had fighter experience to know how to breathe during the explosive decompression event. Very sad a passenger lost her life--prayers for her and her family.

Pretty early to blame "missed or improper inspection".

We blamed UA 232 on improper inspection based on finding residue of fluorescent penetrant vaporized from the crack surface of the disc remnant. This became the foundation of "human factors" in nondestructive examination (NDE), i.e., although we have vast amounts of technical data instructing the human to carefully inspect the center bore area of the disc, we still missed the crack 800 hours earlier during maintenance--which to this day I believe is BS but full disclosure--my father worked for UAL for about 43 years. Later we learned the same chemical is also found in turbine engine oil--wow, that's really strange that turbine engine oil might be found on a turbine engine part in an area near a rotating air/oil seal. GE probably appreciated this finding though as it suggests negligence on the part of United maintenance. Now we use triple-melted titanium to make fan rotors.

If it's the cowl/inlet coming off first and causing fan blade damage due to some latent structural defect or maintenance practice, you probably wouldn't see evidence of fatigue and there likely would be more blade damage. Fatigue leaves striations on the crack surface called "beach marks" which are incremental propagations of the crack per cycle--eventually the crack grows to a size where the non-cracked area can't support the load and the part fails. A large number of cycles can be amassed in relatively short order in turbine engines due to the high rotational speeds. Also we should have seen more of these events given the high number of operating aircraft (opportunities). One area that does need examination is the kevlar ring behind the inlet cowl that is supposed to contain fan blade failures--this containment has to be demonstrated during engine certification meaning an intentionally-flawed fan blade is tested to failure during actual engine operation.

The fact it's confined to SWA and that two almost-identical blade failures have occurred in relatively close proximity points to fracture toughness of the titanium blade or possibly in-service damage--rest assured all will be looked at in due course. The NTSB does a good job but they do not have impartial technical experts so they have to rely on folks who may not be impartial.

I wonder 1) who does SWA engine maintenance, 2) how close were the blades in each failure to their life limit, and 3) were there any repairs done to the failed blades?

Also, what is the on-wing inspection requirement for these blades--is any eddy current testing used?

sparkie624 -1
The crew did a great job... Also keep in mind with US 232 at that time we did not have the technology we do today and since nothing like this has happened since and it it was found out why and problem fixed it has not happened again,

Which happened first is the topic of discussion... We will have to wait for the NTSB to determine... I personally cannot see the blade coming loose first as if that would have happened with the rate of air coming through would have caused internal engine damage in my opinion, even though they show evidence of Fatigue... there could have been 2 issues and 1 went before the other!

to answer your questions:

1.) SWA maintenance is most all done in house except for their heavy maintenance inspection and last I heard those are done out of the country down in South America (A Lot Cheaper Labor).

2.) That information would be in the log books if it was documented.... (before I get slammed for that statement, some mechanics will find and blend, but just call it part of the walk round inspection and not necessarily document it... Not documenting this is policy infraction to say the least, but it does happen everywhere, not just SWA.

3.) Repairs are always being done to the blades as things such as Rocks and Birds, but most of the time the work is in the form of Blending by a line mechanic.

For on wing inspections, a visual inspection is done my maintenance on every Maintenance RON and Line Checks. They are visually inspected for damage and freedom of movement. Anyway you look at it, this kind of inspection would be done by maintenance at least once every 3 days. There are visits when you do what is called a "Fan Blade Lube" (usually, but not always) in a Hangar. The blades also have time change when they go back to the shop to be inspected and often reworked. The inspections would be either Dye Penetrate or Eddy Current, Eddy Current is usually preferred due to accuracy and efficiency.
You say "If the fan blade had failed on its own, it would have ripped the guts out of the engine."

It was most likely a single blade failure.

When a blade fails, sometimes the thrust produced by the blade itself will propel it forward and it will bounce around the front of the fan causing a lot of damage to other blades. That does not seem to be the case from looking at the pictures, so it's probably safe to assume it simply went thru the fan duct and out the back. It would not have gone through the engine core.

Once the blade was gone the fan imbalance probably resulted in the forward cowl being shaken apart.

If the cowl had failed first there would have been damage to more than one single fan blade.

But that's just my theory. It's awfully early to be drawing conclusions.

Great job by the crew!
Did anyone get the complete ATC-SWA 1830 comms?
Kudos to the pilot and crew.
(Duplicate Squawk Submitted)

One fatality on Southwest Airlines Flt. 1380 performing Flight from LGA to Dal

One person aboard died Southwest Airlines Flt 1380 that made an emergency landing in Philadelphia PA after engine explodes.
Heard the same plane had the same engine failure previously. Warrants routes the planes take to figure out if debris from some place is doing it. Could be a certain airport has a FOD problem or throttle management is taking in debris. Maybe a good idea to extend the shield more forward. Maybe those blades of the compressor are making enough pressure to blow a blade out the front. Sad accident.
FOD will leave its mark on blades (former jet engine/helicopter mechanic/crew chief in the military) and is very visible. Depending on the size, it could make a mess of several blades. It can also break blades right then. This didn't happen on the ground or during take-off, this happened in-flight. The investigators have already stated in a preliminary report that metal fatigue (see the Embry-Riddle Piper crash report for the spar, that picture is telling) was the cause of loss of the blade.
(Duplicate Squawk Submitted)

One dead after Southwest Airlines jet engine 'explosion'

Southwest Airlines Flight 1380 made an emergency landing in Philadelphia after a window, wings and fuselage were damaged in the incident, officials say.
nf45 1
Does it normally take a year for the FAA to get an inspection requirement finalized(wasn't requirement as yet)?

It's also on the record that SWA and other airlines objected to ultrasonic inspections saying a year wasn't enough time. Is that logistically improbable to do?

An aerospace engineer says aircraft manufacturing and engine design aggressively pushing the bounds of physics thanks to economics meant it was only a matter of time for something like this to happen and for the repercussions from the same to ultimately end up being as bad as this last event. If doing so, would it be practical to either harden the engine covering(cowl) or parts of the fuselage nearer the engine?

Aerospace experts(past NTSB members with both general experience and background in metallurgy etc) say a better inspection process maybe necessary. Would this pertain to the steps, personnel involved and or better testing equipment(or better designed testing equipment) that could improve both sensitivity and turnaround time?
A year for an investigation by the NTSB for a life lost incident is actually pretty short. Some have gone on more much longer!
wx1996 1
PHNL is Honolulu this happened in America?.
PHL is shorthand for Philadelphia, not to be confused with PHNL, Honolulu, another American city.
Chris B 1
Pax said SWA pilot stated engine explosion caused a loss of hydraulics re landing. Pic shows gouging damage to leading wing leading edge.
sparkie624 -1
I love listening to how passengers hear and interpret things... I cannot see a Hydraulic failure in this case.... But I am certainly that they lost a lot of power!
kitaq 0
pretty sure 737 has hydraulic pumps on both engines
sparkie624 -2
They have 5 Hyd Pumps, 2 Engine, 2 Electric, and 1 Stby Electric Pump... Knocking and engine out even if it is off wing, will not kill the Hydraulics..
Article about the Captain - Tammie Jo Shults
She was one of the US Navy's first fighter pilots... Great job by the crew of this SWA aircraft. Godspeed to the fatal victim of this incident.
sparkie624 -2
A news article on her says she was a 'Ace' in the Navy... that means minimum 5 kills.
sparkie624 -1
In combat that is... She knows how to handle a plane in adverse conditions! Job well done, Her skills really paid off.
Was there a final report on the AF66 A380 (apparent) GE-Pratt shaft failure at CYYR last September ?

[This comment has been downvoted. Show anyway.]

Wow. Thanks Sparky.
sparkie624 -1
Down Voted... The truth must hurt!
Maybe it's because you misspelled shoddy, or that there are at least 11 SWA employees on FA?
Flight 1380... more than the cowling gone!
Does anyone remember Reeve flight 8 over Alaska?? They had a massive decompression lost of fight controls and a hold in the cabin floor all due to a engine failure.
Google does:
That was a much different scenario and I believe a much worse. If you remember the prop came loose, went under the Fuselage slicing it open. When that happened, it cause a bracket to bend and pinched the control lines. What saved them was the fact that the Autopilot did not use the same control control cables and they were able to control it with manual control on the Autopilot control panel. Also if memory serves they had throttle control issues as well that forced them to make a very fast approach and shut down at crossing the numbers (or somewhere close)
Sparkle my main man lol how are you??? If I recall I think they shut down engines 1 and 3 right after they touchdown. But yes it was a total different situation. But what I was getting at was they both had engine failures and both had fuselage issues lol. Reeve flight 8 crew actually had to saw them selfs out of the mess by messing with the controls. Over time the cables came loose and allowed them to land.
Very True... I can buy that... You know me, I was looking at more of the Technical and maintenance issues in my comparison, Either way it goes, crews of both did an excellent job. One big difference that I see here is that SWA had a book and procedure to follow... Reeves had to make it up as they go.... Nothing in the book told them what to do if they lost most of there primary controls.
TPG0103 1
In every photo of the cabin I've seen of this flight, the passengers are wearing their oxygen masks over their mouths ONLY and holding them with one hand. What's that all about?
Great job getting Southwest Flight 1380 on the tarmac safely. It could have been a lot worse had the pilot not been experienced and a former fighter pilot.
Tarmac is the material used to make runways, taxiways, aprons (and in the case of the military flight lines). A concrete flight line or ramp being called tarmac is ridiculous as it contains no tar at all. Just saying.
It is being reported the passenger died as a result of this incident.

The BBC is reporting that the passenger was partially sucked out of the broken window and was killed.
dondtus 1
WN1380 -
Has the FAA requested additional inspection on the fan blade issue? I’m not sure if they just make recommendations, or mandatory inspection audits? Great flying, and steel nerves of the pilot. One the first, female F18 Hornet pilots!
thetrain 1
The photos are shocking. This is not just uncontained, the fan assembly is gone and the cowling completely blown out. Never seen anything quite like this. I predict it becomes a more significant item of study than the typical engine failure.
I'm not so sure. One of the images from the video in the OP shows what looks to be a mostly intact fan assembly. From that view, it looks as if all the damage is forward of the hub and vanes.
sparkie624 -8
No Fan Fan failure or Uncontrolled Engine failure.. Exactly as in 2016... The Cowling simply broke off.
Looking at the video again: (Fast forward to 02:25-02:26)

At 02:26 of the video the view out of a forward port side window and rearward to the #1 engine shows a portion of the fan blades and seemingly stable hub. Looks as if the cowling ripped loose.

(Again) on yet another SW bird. How can such a reliable aircraft be allowed to fail like this incident?

[This comment has been downvoted. Show anyway.]

ilikerio 2
How is this man not banned yet?
Did he offend you? Most TV "news" talking heads don't have enough of a technical education to understand any of this. At least sparkie has gotten his hands dirty. I can respect that.
ilikerio 1
I had not seen any examples of his technical knowledge until recently. Before this, I had only seen rude remarks and incorrect information.
With respect, that you did not see something does not necessarily mean it was not there.
I have been on FA for over 8 years now. I have 35 years in maintenance and have swung wrenches on a lot of planes. I started out working with Piedmont Airlines (Main Line, not the Regional) before they were taken over by USAir! I started as an Electrician, moved to Avionics. Once they abolished avionics, I worked as a mechanic and have many years working many many different kinds of Airline call Airliners.... A name that you may or may not recognize, but many do is Preacher1 or Preacher Man.... We were good friends and he used to keep me out of Trouble... RIP! I worked for SWA for a period of time and quickly figured out that they were not for me. I did not like or approve of their tactics and did not meet my standards. They push time and schedule. I was starting having my concerns about them until I was assigned to clean up dripping oil from under an engine that everyone knew was out of limits, but a lead and supervisor assigned me to clean it up so the crew would not write it up before departure... At that point I decided that I did not want to work in an area that I did not feel confident or want to risk my license to keep their schedule. Sure they pay well, but they sure don't help you sleep at night.... that may explain why my feelings are the way they are. I have a friend who worked for them at the same time and he took the same route I did. He did not like what he was seeing.
Banned... UGH! I used to work for them... I am the mechanic who was told by a supervisor and a lead to clean dripping oil from an engine because they did not want the crew to write it up because it was way out of limits.... I quick shortly after that and went to work for another airline... I left because I did not approve of not only that but other maintenance actions and not willing to risk my license for it...

I predicted 10 years ago and if you can search back that far you may find it, but I stated that an SWA Passenger was going to pay the ultimate price due to poor maintenance.... I regret to say that came true... maybe someone now will get something straightened out! - I love the statement from SWA stating that they are going to "Now" start ultrasonic inspection on all of their engines.... Why are they just now starting... Every other airline dues that already!
Are you referring to sparkie624? If so, I wouldn't go there. He may have a bit of a chip on his shoulder but he has a vast knowledge of the 737. He was the kind of mechanic I turned to when there was a problem with some system. When I wrote up a problem in the maintenance log, I would wait to talk with a mechanic so he could better understand my write up. Once it is written, it has to be addressed and either deferred per the MEL or "removed and replaced" or exactly what the fix was. The one I really disliked was "could not duplicate".
The one I really disliked was "could not duplicate". - LOL... that is one we have to use some times... And to be honest with you, some crews write up the craziest stuff... The best one that I ever had and made the top 10 funnies list for write ups that year... Discrepancy: "A/C Autoland Very Rough" - My signoff: "This A/c is not Auto Land Capable" (Nope this is not a joke... It really happened on a 737! We had 2 different 737-200 fleets. One had autoland and the other did not, but the A/P Flight Control Panels were totally 100% different.
linbb 1
Day late and just another post why? Don't you read what others post?
Because it involved a Boeing plane. Consider the OP's long track record.
Yeah. For some reason DS370 never got around to posting anything about the Airbus 380 that shed the entire fan assembly.
First fatal passenger involved incident in SWA company history. There was a child passenger in a car killed near Midway when SWA 737 exited the fence line in a snow storm. Phenomenal safety record! Also contrary to the misinformed news the female Captain likely did not land the plane, sounds like she was the non flying pilot and the SIC landed. Great job by all involved including ATC, ARFF, etc.
30west 1
I agree with you that SWA has a phenomenal safety record.

The Midway accident you mentioned was classified by the FAA as a fatal accident (SWA's first) due to the death of the child even though he wasn't a passenger, but killed as a result of the accident.

Amazing testimony to the airline's safety record that in it's 50 years of operation having only two fatal accidents and only a total of two lives lost (may they RIP), especially with it's very high number of flight segments each day compared to the more typical mix of long haul/short haul flying in most major airlines.
Hate to burst anyone's bubble - but Sparkie is right.

US Airways and Southwest fly planes to a maintenance facility in El Salvador. Delta sends planes to Mexico. United uses a shop in China. American still does much of its most intensive maintenance in-house in the U.S., but that is likely to change in the aftermath of the company’s merger with US Airways.

I hope the NTSB spends sometime in El Salvador where the heavy repairs are done.
bbabis 1
Yes, cheap and shoddy maintenance will always catch up to you. SW will have some splain'n to do after this one.
Listening to ATC recording... the pilot sounds hypoxic for the first part of the descent, despite breath sounds that would seem to indicate her mask was on.
A F 0
Glad to hear that everybody else made it safely... Great job!
A F -1
I know... I am pretty sure that one didn't wear her seatbelts and got sucked out. I am pretty sure that if she wore her seatbelt, then she wouldn't get sucked out.
Is such surety evidence-based from some incident report or mere speculation and conjecture?.
A F 1
Yes, I am really sure...
My question was not on the strength of your belief, but the source.
(Duplicate Squawk Submitted)

1 Dead After Southwest Airlines Flight Suffers Engine Failure

Federal investigators said Tuesday afternoon that one person was killed after a failed engine forced a Southwest Airline flight to make an emergency landing in Philadelphia.

The flight, which had taken off from New York City’s LaGuardia Airport, had to land when the plane became depressurized after an engine explosion caused a window to break.

According to initial reports, a female passenger was sucked toward the broken window and had to be hospitalized. It was not immediately clear if this passenger was the person who died. Seven other people were reportedly treated for minor injuries.

Southwest confirmed the death in a statement on Tuesday.

[This poster has been suspended.]

Blunt force trauma to the head, neck and torso, per article in Washington Post. I believe the info came from the medical examiner. One expert opined that the force of the wind broke her neck. Not a pleasant way to go, but there was a quote that she died instantly.

[This poster has been suspended.]

I believe the seatbelt is what kept her from being completely sucked out the window. Hard to imagine the physics, but that's what I understood from one of the media reports.
Stick your head out through a broken aircraft window into a 400kts-plus wind, possibly after being struck by debris ejected from a failing engine. Not a pretty thought.

Are the window apertures on the upcoming 777X planned to be larger?
(Duplicate Squawk Submitted)

Woman Partially Sucked From Plane That Lands in Philly

A Southwest Airlines flight landed safely in Philadelphia Tuesday after the jet violently depressurized when a piece of an engine flew into and broke a window.
Leon Kay -4
Although the pilot appeared very calm the passengers were absolutely terrified. The crew should provide the passengers with more information during incidents like this. Surely the captain was very occupied while handling the plane. At least the 1st officer could inform the passengers that they have had a serious engine failure that also resulted in a window being broken, and that they are descending to below 10000 feet where there is sufficient oxygen.
I would have been just as concerned as a passenger who posted on Facebook Live "There was a loud noise and oxygen masks dropped from the ceiling." It is absolutely terrifying as 'the plane's going down'
I would prefer the drivers to "work the problem, fly the plane, land the plane". Pilot non-flying would be (usually) working the radio to reduce workload on PF.

The self-loading cargo can clean up and change underwear later, when safely on the ground.

This was a tremendous piece of emergency flying - well done to all concerned. Mow, put your mask on correctly!
Wholeheartedly agreed. Aviate, Navigate, Communicate. FLY THE JET first. That is the priority or else everyone may die while the crew talks to ATC and the cabin while forgetting that you need to fly. When things calmed down and the aircraft was under control, the cabin told the flight crew the extent of damage. This is when they learned of the blown window and injured passenger. It made no difference to the flight crew whose only duty was to get on the ground safely and let the experts take over.
Exactly... First rule of flying "FLY THE PLANE!"
There is a saying in the industry, that's become a bit of a cliche', but it still useful. Aviate, navigate, and communicate, in that order.

[This comment has been downvoted. Show anyway.]

Losing an engine typically implies only that engine power is lost (or shutdown), not that the physical engine is missing. If you look at the other photos appearing online, you'll see that this is more than just a cowling missing and that there is significant engine damage and missing fan components.
btweston 5
Don’t worry about him. He’s the resident know-it-all and it would probably be better for all of us if we didn’t give him any attention.
The flight crew had no way of knowing exactly what had happened. Several emergency warnings were probably illuminated simultaneously. Simply losing an engine would not depressurize the aircraft. Tammie Jo had to deal with several warnings, one of which was a fire light when there was no fire. Let the passengers scream and pray and nowadays text and post on FB. FLY THE JET and get safely on the ground. Navigate and communicate as necessary and required but don't let that interfere with flying the aircraft.
sparkie624 -1
Several.... I think that is the under estimation of the year... I would start with a small list!

Engine Vibe, EPR, Engine Temp, Eng HYD 1, GEN 1 OFF, Bleed 1 Low Pressure.... I am sure there would be a lot more.
A relatively unknown fact is that the 737 engines are designed to shear off in the case of excessive vibration. When they do so they are designed to Drop the rear part down and the entire engine exits over the top of the wing to minimize damage to the Aircraft... All 737's since the -100 are setup that way. So when I asked about losing the engine, I was thinking about the excessive vibration of a fan blade not to mention the cowling exiting the a/c.
MH370 0
(Duplicate Squawk Submitted)

Passenger killed following Southwest Airlines engine failure

The plane made an emergency landing in Philadelphia after a window, the wings and fuselage of the Boeing 737-700 were damaged in the incident.
Clam Shell -3
(Duplicate Squawk Submitted)

Yikes! Southwest loses an engine!
Wayne Fox -1
(Duplicate Squawk Submitted)

Southwest Airlines plane makes emergency landing at Philadelphia International Airport

Engine Explosion Caused shrapnel to break window causing cabin depressurization and an emergency landing in Philadelphia. This is a developing story.
Pankiraj 0
(Duplicate Squawk Submitted)

SWA 1380 emergency landing at PHL

A Southwest Airlines jet blew an engine at 32,000 feet and got hit by shrapnel that smashed a window, setting off a desperate scramble by passengers to save a woman from getting sucked out. She later died, and seven others were injured.
(Duplicate Squawk Submitted)

Screaming SOUTHWEST passengers vomit and text final goodbyes as plane lands in fierce storm...

Passengers on a flight to New Orleans were left vomiting through sheer terror as they feared they were about to die in a plane crash
(Duplicate Squawk Submitted)

Southwest Airlines jet engine 'explosion' leaves one dead

One person has been killed and seven others received medical treatment after a US passenger jet's engine ripped off midair, officials say. Southwest Airlines Flight 1380 made an emergency landing in Philadelphia after a window, wings and fuselage were damaged in the incident, officials say.


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