SWA1380 - diversion to KPHL after engine event
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https://www.wsj.com/video/southwest-flight-1380-what-happened-onboard/366C7463-2DD5-4AF8-ABCD-ADF6510D3401.html?mod=searchresults&page=1&pos=1
cant figure out how to edit this new fubarproved system
Sorry
And I now am able to delete that previous mess - message ( I think )
Last edited by CONSO; 27th Apr 2018 at 14:40.
Thanks for that excellent Wall Street Journal piece, Conso. It brings home to me, again, what a wonderfully calming presence Capt Shults has. Under great pressure, she manages to speak in a conversational way in plain English.
And she, and the FO of course, got it back without further injury. Excellent.
airsound
No, it's not on fire, but part of it's missing. They said there's a hole, and ....... someone went out.
airsound
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Here is another good article from WSJ
https://www.wsj.com/articles/southwe...ent-1524834000
When the left engine of Southwest Flight 1380 broke apart last week, shattering a window of the aircraft and causing the Boeing 737 to lose cabin pressure, the pilots pushed the nose of the plane down and zoomed from 32,500 feet to 10,000 feet in about eight minutes.The abrupt dive led some passengers to describe the change in altitude as a free fall. But the pilots appear to have executed a perfect emergency descent.
https://www.wsj.com/articles/southwe...ent-1524834000
Southwest 1380 Pilots Steered a Well-Timed Descent
Abrupt dive was needed to get to a breathable altitude; ‘you can’t do it slower’
Abrupt dive was needed to get to a breathable altitude; ‘you can’t do it slower’
By
April 27, 2018 9:00 a.m. EJo Craven McGinty
Did anyone see any confirmed reports of ear problems in any of the passengers?
I'd have expected a few ruptured eardrums with the rate of decompression when the window went.
Possible that some may even have ended up bent.
There was a report of a passenger standing with his back against the empty window port.
It would be interesting to see what happened with cabin altitude at various stages of the descent.
Obviously a sudden drop to drop the masks. But did the fellows butt in the window make any difference? To cabin altitude, that is. Not denigrating his efforts in any way.)
I'd have expected a few ruptured eardrums with the rate of decompression when the window went.
Possible that some may even have ended up bent.
There was a report of a passenger standing with his back against the empty window port.
It would be interesting to see what happened with cabin altitude at various stages of the descent.
Obviously a sudden drop to drop the masks. But did the fellows butt in the window make any difference? To cabin altitude, that is. Not denigrating his efforts in any way.)
Possible that some may even have ended up bent.
Obviously a sudden drop to drop the masks.
But did the fellows butt in the window make any difference? To cabin altitude, that is.
Last edited by Bleve; 28th Apr 2018 at 15:25.
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I wonder what altitude the cabin finally reached. It is the descent, asa much as the climb, where ear problems can occur. A few decades ago there was an Air Europe B757, out of Bangor I believe. They decompressed at crz level. During the emergency descent there were numerous complaints amongst pax & CA's of ear damage/problems. I don't know what the cabin climbed to. If the cabin climbs to crz level, or above 25.000', and then descends at 6000fpm there is a strong chance of ear drum problems.
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I'm curious about that as well. I suspect that they were only able to pull the lady in after the cabin and outside air pressures were approximately equal. After that the cabin would have been fully depressurised and any air loss from the cabin would have been due to a venturi effect. A butt in the window might slow/stop that. But was it enough to create an effective seal? Did the cabin start to repressurise? Was the gentleman stuck there until the cabin was depressurised after landing? Did he suffer any injuries - eg a Petechial Rash or worse?
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I wonder what altitude the cabin finally reached. It is the descent, asa much as the climb, where ear problems can occur. A few decades ago there was an Air Europe B757, out of Bangor I believe. They decompressed at crz level. During the emergency descent there were numerous complaints amongst pax & CA's of ear damage/problems. I don't know what the cabin climbed to. If the cabin climbs to crz level, or above 25.000', and then descends at 6000fpm there is a strong chance of ear drum problems.
Somewhere there should be design or test data- regulations which would accommodate the loss of one window at cruise altitude.
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Depressurization and Ears:
Because of the design of the eustachean tubes, decreasing outside pressure rarely causes problems in a healthy ear. Increasing outside pressure, as in a rapid descent in air, and even more so in water, can cause what divers call “ear squeeze”, which can be very painful and rupture an eardrum if not managed properly.
That’s why you hear far more babies crying during descent than during ascent.
Because of the design of the eustachean tubes, decreasing outside pressure rarely causes problems in a healthy ear. Increasing outside pressure, as in a rapid descent in air, and even more so in water, can cause what divers call “ear squeeze”, which can be very painful and rupture an eardrum if not managed properly.
That’s why you hear far more babies crying during descent than during ascent.
Last edited by thcrozier; 1st May 2018 at 01:09.
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President Trump will meet with the crew of Southwest 1380 
:
:
Donald Trump to meet with crew of Southwest Airlines Flight 1380
Claire Z. Cardona, Breaking News ProducerConnect with Claire Z. Cardona
FILED UNDER SOUTHWEST AIRLINES AT19 HRS AGO
Written byClaire Z. Cardona, Breaking News ProducerConnect with Claire Z. CardonaPresident Donald Trump will meet Tuesday with the crew of the Southwest Airlines flight that made an emergency landing this month after a deadly mid-flight engine failure.
They will meet at the White House, but no further details were released about the planned interaction between the president and the Flight 1380 crew.
They will meet at the White House, but no further details were released about the planned interaction between the president and the Flight 1380 crew.
In a photo provided by the U.S. Navy, Lt. Tammie Jo Shults with her F/A-18A jet in 1992. Shults, one of the Navy's first female fighter pilots, was in command of Southwest Airlines Flight 1380 when its engine exploded on April 17, 2018; for the next 40 minutes, she maneuvered the plane safely to an emergency landing in Philadelphia.(THOMAS P. MILNE/NYT)
Passenger Jennifer Riordan, 43, was partially sucked out of a window and killed on the April 17 flight when a fan blade broke and caused the engine to fail.
The Dallas-bound plane was safely piloted to an emergency stop in Philadelphia by Captain Tammie Jo Shults, who has been commended for her composure during the crisis and compassion after the landing.
Once on the ground, Shults, a Texan and former Navy fighter pilot, walked up and down the aisle hugging passengers.
Also on board were first officer Darren Ellisor and three other crew members whose names have not been released. The flight was carrying 144 passengers from New York's La Guardia Airport.
While the cockpit crew worked to land the plane, witnesses said the flight attendants tried to help save the injured woman, assisted passengers with oxygen masks and explained where the plane was headed.
In a written statement, the crew said they "were simply doing our jobs."
The Dallas-bound plane was safely piloted to an emergency stop in Philadelphia by Captain Tammie Jo Shults, who has been commended for her composure during the crisis and compassion after the landing.
Once on the ground, Shults, a Texan and former Navy fighter pilot, walked up and down the aisle hugging passengers.
Also on board were first officer Darren Ellisor and three other crew members whose names have not been released. The flight was carrying 144 passengers from New York's La Guardia Airport.
While the cockpit crew worked to land the plane, witnesses said the flight attendants tried to help save the injured woman, assisted passengers with oxygen masks and explained where the plane was headed.
In a written statement, the crew said they "were simply doing our jobs."
Gota tellya, Bubba, but 26 years ago I would have been "interested" in Miss Tammie, with a buncha other folks, pilots or not. Heh heh.
I never had a single problem with the female pilots back in the day, especially in the Viper. That rascal was made for small people and you did not have to be a 200 pound gorilla to handle it just fine. But we in USAF didn't get females in fighters until 1995 or 96 or so. And the Navy restricted Miss Tammie to "training" outfits.
All that being said, the lady done good to get into fighters and then now for over twenty years as a custodian of more than a hundred SLF folks that depended on her to get them here and there.
No doubt the lady is getting the attention because she is a lady!!! So let her be a good example for anyone that wants to be a pilot and stop all the "diversity" emphasis. A good pilot is a good pilot.
Gums opines...
I never had a single problem with the female pilots back in the day, especially in the Viper. That rascal was made for small people and you did not have to be a 200 pound gorilla to handle it just fine. But we in USAF didn't get females in fighters until 1995 or 96 or so. And the Navy restricted Miss Tammie to "training" outfits.
All that being said, the lady done good to get into fighters and then now for over twenty years as a custodian of more than a hundred SLF folks that depended on her to get them here and there.
No doubt the lady is getting the attention because she is a lady!!! So let her be a good example for anyone that wants to be a pilot and stop all the "diversity" emphasis. A good pilot is a good pilot.
Gums opines...
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Considering the gravity of this situation , 2 serious failures and memory actions accordingly plus a flap non normal checklist - landing with flap 5.
...........
Significant investigative effort should also be placed on examining the
procedures and why the airline has had a similar occurrence 2 years back .
Out .
...........
Significant investigative effort should also be placed on examining the
procedures and why the airline has had a similar occurrence 2 years back .
Out .
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Originally Posted by Lost in Saigon 
I assume the un-named male First Officer was the Pilot Flying during the descent and initial approach, while Captain Tammie Jo Shults ran the checklist and the radio. (except when the FO responded to ATC clearing SWA1380 direct to Philadelphia)
On final, when they switched to the tower frequency, Captain Shults took over flying while the First Officer worked the radio.
(after landing the Captain went on the radio again)
I assume the un-named male First Officer was the Pilot Flying during the descent and initial approach, while Captain Tammie Jo Shults ran the checklist and the radio. (except when the FO responded to ATC clearing SWA1380 direct to Philadelphia)
On final, when they switched to the tower frequency, Captain Shults took over flying while the First Officer worked the radio.
(after landing the Captain went on the radio again)
Other way around - The PF would be working the radios, and the FO would be running the checklist. If the FO answered a radio call it may indicate that the CA was communicating with the FAs or making a PA. On approach the roles may return to normal, with the majority of checklists complete.
Obviously, it’s the CA perogative if she wants to run the checklist/manage.
Obviously, it’s the CA perogative if she wants to run the checklist/manage.
“The captain took over flying duties and the first officer began running emergency checklists. The captain requested a diversion from the air traffic controller;”