Crash-aerien 17 APR 2018 d'un Boeing 737-7H4 (WL) N772SW

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Statuts:	Accident investigation report completed and information captured
Date:	mardi 17 avril 2018
Heure:	11:04
Type/Sous-type:	Boeing 737-7H4 (WL)
Compagnie:	Southwest Airlines
Immatriculation:	N772SW
Numéro de série:	27880/601
Année de Fabrication:	2000-06-26 (17 years 10 months)
Heures de vol:	63043
Cycles:	36728
Moteurs:	2 CFMI CFM56-7B24
Equipage:	victimes: 0 / à bord: 5
Passagers:	victimes: 1 / à bord: 144
Total:	victimes: 1 / à bord: 149
Dégats de l'appareil:	Substantiels
Lieu de l'accident:	105 km (65.6 milles) NW of Philadelphia, PA ( Etats-Unis d'Amérique)
Phase de vol:	En vol (ENR)
Nature:	Transport de Passagers Nat.
Aéroport de départ:	New York-La Guardia Airport, NY (LGA/KLGA), Etats-Unis d'Amérique
Aéroport de destination:	Dallas-Love Field, TX (DAL/KDAL), Etats-Unis d'Amérique
Numéro de vol:	WN1380

Détails:
Southwest Airlines flight 1380 diverted to Philadelphia Airport, Pennsylvania, USA, after suffering an in-flight uncontained engine failure.
The aircraft, a Boeing 737-700, originated from New York-La Guardia Airport at 10:43 for a flight to Dallas-Love Field, Texas. About 11:04, when the aircraft was climbing through FL325, the no.1 engine (CFM56-7B24) suffered an uncontained failure. The flight crew noticed that the no.1 engine rpm dropped to zero, as did the oil pressure. The cabin altitude horn sounded and the aircraft experienced a sudden, uncommanded, left roll of a 41° bank angle. The pilots leveled the wing, donned their oxygen masks and initiated an emergency descent. The flight crew then requested air traffic control to give them vectors to the nearest suitable airport.
As a result of the uncontained failure, a fan blade and parts of the engine cowling and engine air inlet cowl had separated. Debris impacted a window frame of row 14, causing the window and frame to break away. This resulted in a decompression of the aircraft. Additional debris impacted and damaged the leading edge of the left hand wing.
The flight was vectored towards Philadelphia Airport, where the crew requested an extended final approach due to concerns of aircraft controllability. It was decided to land with flaps 5 for that reason, and an approach speed of 165 knots. The aircraft landed on runway 27L at 11:19 hours and the aircraft was stopped on a taxiway. ARFF services attended to the no.1 engine while injured passenger who was seated near the lost window was rushed to hospital. The passenger is reported to have died.
Preliminary findings of the NTSB show that the no.13 fan blade of engine no.1 was missing. It appears to have broken away at the hub. There is evidence of metal fatigue in the area where the blade broke.
Also, a part of the no.1 engine cowling was reported to have been found at Burnville, PA.

Probable Cause:

Probable Cause: The National Transportation Safety Board (NTSB) determines that the probable cause of this accident was a low-cycle fatigue crack in the dovetail of fan blade No. 13, which resulted in the fan blade separating in flight and impacting the engine fan case at a location that was critical to the structural integrity and performance of the fan cowl structure. This impact led to the in-flight separation of fan cowl components, including the inboard fan cowl aft latch keeper, which struck the fuselage near a cabin window and caused the window to depart from the airplane, the cabin to rapidly depressurize, and the passenger fatality.

Accident investigation:

Investigating agency:	NTSB
Status:	Investigation completed
Duration:	1 year and 7 months
Accident number:	NTSB/AAR-19/03
Download report:	Final report

Opérations de secours

EASA issued 2 Airworthiness Directives
EASA issued 1 Emergency Airworthiness Directive
FAA issued 1 Airworthiness Directive
FAA issued 1 Emergency Airworthiness Directive
NTSB issued 7 Safety Recommendations

Issued: 20-APR-2018	To: CFM56-7B	2018-0093-E
CFM56-7B fan blades with 30,000+ flight cycles: initial inspections within 20 days + repetitive inspections; other inspection criteria for engines < 30,000 engine cycles (superseded by AD 2018-0109)
Issued: 20-APR-2018	To: CFM56-7B	2018-09-51
CFM56-7B fan blades with 30,000+ flight cycles: initial inspections within 20 days
Issued: 02-MAY-2018	To: CFM56-7B	2018-09-10
This AD requires initial and repetitive inspections of the concave and convex sides of the fan blade dovetail to detect cracking and replacement of any blades found cracked.
Issued: 17-MAY-2018	To: CFM56-7B	2018-0109
Retains the requirements of EASA AD 2018-0093-E, which is superseded, but reduces, for certain engines or fan blades, the compliance time for the initial inspection.
Issued: 29-SEP-2018	To: CFM56-7B	2018-0211
Retains the requirements of EASA AD 2018-0109, which is superseded, but reduces the interval of the repetitive inspections.
Issued: 19-NOV-2019	To: FAA	A-19-17
Require Boeing to determine the critical fan blade impact location(s) on the CFM56-7B engine fan case and redesign the fan cowl structure on all Boeing 737 next-generationseries airplanes to ensure the structural integrity of the fan cowl after a fan-blade-out event.
Issued: 19-NOV-2019	To: FAA	A-19-18
Once the actions requested in Safety Recommendation [1] are completed, require Boeing to install the redesigned fan cowl structure on new-production 737 next-generation-series airplanes.
Issued: 19-NOV-2019	To: FAA	A-19-19
Once the actions requested in Safety Recommendation [1] are completed, require operators of Boeing 737 next-generation-series airplanes to retrofit their airplanes with the redesigned fan cowl structure.
Issued: 19-NOV-2019	To: FAA	A-19-20
Expand the Title 14 Code of Federal Regulations Part 25 and 33 certification requirements to mandate that airplane and engine manufacturers work collaboratively to (1) analyze all critical fan blade impact locations for all engine operating conditions, the resulting fan blade fragmentation, and the effects of the fan-blade-out-generated loads on the nacelle structure and (2) develop a method to ensure that the analysis findings are fully accounted for in the design of the nacelle structure and its components.
Issued: 19-NOV-2019	To: FAA	A-19-21
Develop and issue guidance on ways that air carriers can mitigate hazards to passengers affected by an in-flight loss of seating capacity. To Southwest Airlines
Issued: 19-NOV-2019	To: Southwest Airlines	A-19-22
Include the lessons learned from the accident involving Southwest Airlines flight 1380 in initial and recurrent flight attendant training, emphasizing the importance of being secured in a jumpseat during emergency landings.
Issued: 19-NOV-2019	To: EASA	A-19-23
Expand your certification requirements for transport-category airplanes and aircraft engines to mandate that airplane and engine manufacturers work collaboratively to (1) analyze all critical fan blade impact locations for all engine operating conditions, the resulting fan blade fragmentation, and the effects of the fan-blade-out generated loads on the nacelle structure and (2) develop a method to ensure that the analysis findings are fully accounted for in the design of the nacelle structure and its components.

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Photos

accident date: 17-04-2018
type: Boeing 737-7H4 (WL)
registration: N772SW

Video, social media

Southwest Airlines plane makes emergency landing in Philadelphia after engine cover rips off https://t.co/Vlzzfk3TaE pic.twitter.com/H1mUCOTVh8
— Orlando Sentinel (@orlandosentinel) April 17, 2018

Southwest Airlines plane makes emergency landing in Philadelphia https://t.co/b6E1MK6ccL pic.twitter.com/ARDM4ZqFM6
— Yahoo News (@YahooNews) April 17, 2018

MORE PHOTOS from inside Dallas-bound Southwest Airlines flight that made emergency landing in Philly (Credit: Marty Martinez) https://t.co/Pjlj9yQAPR pic.twitter.com/HGB0ch53xI
— WFAA (@wfaa) April 17, 2018

Plan

Ce plan montre l'aéroport de départ ainsi que la supposée destination du vol. La ligne fixe reliant les deux aéroports n'est pas le plan de vol exact.
La distance entre New York-La Guardia Airport, NY et Dallas-Love Field, TX est de 2204 km (1377 miles).
Accident location: Approximate; accuracy within a few kilometers.

Les informations ci-dessus ne représentent pas l'opinion de la 'Flight Safety Foundation' ou de 'Aviation Safety Network' sur les causes de l'accident. Ces informations prélimimaires sont basées sur les faits tel qu'ils sont connus à ce jour.

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Boeing 737-700

1160+ built
4^ème loss
2^ème accident fatal
le accident 2^ème le plus grave (à ce moment là)
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