Loss of engine cover on Southwest Boeing 737-800 prompts FAA investigation
The time Touchdown to a low speed in the video could be in the 50s region. Especially checking ~20s after touch, does that look like just the regular speed at touchdown? Crazy!
The -800 highest V1 in the table is 162kts and up to +1+1kts for rwy slope and wind adjustment
Of course thatt's not ground speed, but it doesn't matter re your question
correct, plus ISA Temp deviation IIRC
Of course thatt's not ground speed, but it doesn't matter re your question
Also I don't think the altitude will affect the IAS but the TAS and ground speed will be higher.
I'm pretty sure that after the very well publicised BA incident of double cowl loss there was an AD issued that stated something along the lines if about 30 previous occurrences.
Definitely not an easy one, well done by the crew. Just a thought re flap up landing… In theory, even if the slats are damaged, there should still be some sort of asymmetry protection. Would it be worth trying in this kind of scenario? Technically if something goes wrong you can bring them back. Or maybe the system design would stop the slats and let you use the flaps at least? Again, those are just thoughts for myself, kudos to the crew and ATC
(Edit: I am still talking of the Airbus cowling door issues)
Last edited by waito; 8th Apr 2024 at 20:46.
https://safetyfirst.airbus.com/preve...owl-door-loss/
Since the publication of the original issue of this article there have been 12 further cowl loss incidents.
I don't know how many occurred prior (pre 2012).
Edit to add...
From... https://fodprevention.com/airbus-a32...nts-timelines/
Since the publication of the original issue of this article there have been 12 further cowl loss incidents.
I don't know how many occurred prior (pre 2012).
Edit to add...
In July 2015 the U.K. AAIB published an investigation report into a fan cowl door loss accident involving an Airbus A319. Prior to this May 2013 accident , there were a total of 34 previous occurrences of fan cowl door loss on Airbus A320-family aircraft, including 21 events for aircraft fitted with IAE V2500 engines and 13 events for aircraft fitted with CFM-56 engines. Following the A319 accident, three further instances of fan cowl door losses occurred, bringing the total number of occurrences to 38.
Given this is the first reported cowling 737 cowling event I can recall, it certainly doesn't sound like the kind of generic problem they had on the A320.
But don't let that stop the dedicated Boeing bashers...
I've seen conflicting information on if this was a 737-800NG or a MAX-8 (although based on the reported delivery date it would have had to have an NG). Assuming I'm correct that it was an NG, there are something like 5,000 of them flying around with the same cowl design, racking up well north of a million engine hours per month.
Given this is the first reported cowling 737 cowling event I can recall, it certainly doesn't sound like the kind of generic problem they had on the A320.
But don't let that stop the dedicated Boeing bashers...
Given this is the first reported cowling 737 cowling event I can recall, it certainly doesn't sound like the kind of generic problem they had on the A320.
But don't let that stop the dedicated Boeing bashers...
To be clear, I was referring to the A320 family with its many cowling door events. And so we should stop now and focus on this incident with the 738.
And it's unlikely that this is a design or durability issue. There are older 738 with no nacelle issue.And what TD said.
I've seen conflicting information on if this was a 737-800NG or a MAX-8 (although based on the reported delivery date it would have had to have an NG). Assuming I'm correct that it was an NG, there are something like 5,000 of them flying around with the same cowl design, racking up well north of a million engine hours per month.
Given this is the first reported cowling 737 cowling event I can recall, it certainly doesn't sound like the kind of generic problem they had on the A320.
But don't let that stop the dedicated Boeing bashers...
Given this is the first reported cowling 737 cowling event I can recall, it certainly doesn't sound like the kind of generic problem they had on the A320.
But don't let that stop the dedicated Boeing bashers...
https://simpleflying.com/alaska-airl...ngine-cowling/
Our second priority is passing the buck up, down, sideways if anything goes wrong
Our third priority is lining up our next career move
Really? Where?
SWA does not operate any aircraft type except 737 variants (to maintain system-wide crew compatability).
https://en.wikipedia.org/wiki/Southwest_Airlines_fleet
https://registry.faa.gov/AircraftInq...umberTxt=8668A
SWA does not operate any aircraft type except 737 variants (to maintain system-wide crew compatability).
https://en.wikipedia.org/wiki/Southwest_Airlines_fleet
https://registry.faa.gov/AircraftInq...umberTxt=8668A
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So do these cowls latch to one another? And would decreasing airflow as the speed reduces then cause the second one to open? And how evident would unlocking be on a walk round?
If they had planned on arriving in Houston with around 3T of fuel ( just a guess) then they would have been pretty close to MLW when they made the approach back into Denver. My book gives me an approach speed of 201kts and a factored landing distance of almost exactly 12000ft using A/B 3 and one reverser.
Like others have said there are considerations around wheel fires and brake fade that would definitely drive me to the longest runway available in that circumstance. It would be a delicate balance of ensuring stopping in the distance available and not cooking the brakes to the point they can’t absorb any more energy.
Well done to that crew.
Like others have said there are considerations around wheel fires and brake fade that would definitely drive me to the longest runway available in that circumstance. It would be a delicate balance of ensuring stopping in the distance available and not cooking the brakes to the point they can’t absorb any more energy.
Well done to that crew.
Really? Where?
SWA does not operate any aircraft type except 737 variants (to maintain system-wide crew compatability).
https://en.wikipedia.org/wiki/Southwest_Airlines_fleet
https://registry.faa.gov/AircraftInq...umberTxt=8668A
SWA does not operate any aircraft type except 737 variants (to maintain system-wide crew compatability).
https://en.wikipedia.org/wiki/Southwest_Airlines_fleet
https://registry.faa.gov/AircraftInq...umberTxt=8668A
And how evident would unlocking be on a walk round?
The puerile use of the phrase "our top (or highest) priority" is one of my pet hates. It is used by people within organisations who have absolutely nothing useful, meaningful or sincere to say. Unfortunately, it's use has become so common that it is clear the population of oxygen-stealing morons is rapidly increasing, like an infestation of coakroaches. 🙄
We can see the state of the outboard door after many minutes of flight. For me it looks complete, which points to "just" an unlatched status (or broken latch mechanism). Not a crack, not a structural problem in the door itself.
If correct, this makes a Boeing/CFM design or production error extremely unlikley.
Another note: the LE device, slat next to the engine seem to show sort of puncture. Reason enough to avoid using flaps. Possible assymetry in slats is quite uncomfortable. As would TE setting without LE, but I think this is prevented.
If correct, this makes a Boeing/CFM design or production error extremely unlikley.
Another note: the LE device, slat next to the engine seem to show sort of puncture. Reason enough to avoid using flaps. Possible assymetry in slats is quite uncomfortable. As would TE setting without LE, but I think this is prevented.
Reported to be N8668A (reg not visible on videos) On takeoff right hand eng#2 right hand aft cowl door came loose first, opened and flapping around … pilots only know after CCW and pax report…pilots think inner flap hit … return for overweight and no flaps landing, fuel 22.9 with 6 crew and 135+2 pax … change from rwy 25 to 26 then 34L …on landing left hand cowl visibly opened too… both doors flapping around and shredding, only small pieces remain…