Uncontained Engine Failure South West 737-700

[Quickstatus]

....
The desired outcome was an expedited landing and the flight crew and ATC collaborated to make it happen.

@QF WP . Yes JB747 was captain. I did not mention him specifically in order to make the point that really it doesn’t matter who was flying but that someone was flying. RH or LH really was irrelevant at the time except that the guy flying at the time just so happened to be RH.

Of course if RH pilot is an ex cadet with 300 hours then a different plan may be needed.

At the time of QF30, RH pilot had twice the 747-400 hours of the LH pilot. So a no brainer for him to continue flying the aircraft to 10000feet

 

[AviatorInsight]

So far both Boeing and GE will be involved in the investigation. At the moment there are no airworthiness issues to report.

A bit more info on the 737 oxygen mask/system:

Masks will automatically drop once the cabin altitude reaches 14000ft.

Location of Masks:
2 masks in each lavatory ceiling.
4 masks total in forward entry area ceiling: 2LHS above cabin crew station and 2RHS forward galley.
4 masks total in rear entry area: 2LHS and 2RHS above cabin crew stations. 4 masks in each PSU in the cabin.

A green flow indicator is visible in the transparent oxygen tubing whenever oxygen is flowing. Once activated, duration is approximately 12mins delivering 100% oxygen.

It won’t be possible to put on the mask in a passenger seat without pulling it first (unless you’re that tall and your head is sitting underneath the PSU). In the lavatories though, different story, there is a tag which must be pulled to activate the flow of oxygen.

 

[Quickstatus]

Location of Masks:
2 masks in each lavatory ceiling.

Hmmm...

 

[AviatorInsight]

Listening to that audio, a few queries.

I would expect that in an emergency, the pilot (left hand side) would take control, and the RH side would handle comms. Pilot Shults was on the comms, was she not in the LH seat and controlling the aircraft?

Sometimes depending on the nature of the emergency, it’s easier for the Captain to stay in the loop by talking to everyone (ATC, Company, PAX, CSM, etc) and coordinating the return. Notwithstanding the fact that they still have the responsibility of making sure the aircraft is safe at all times. The FO has been checked to line to fly the aircraft in all states. If it appears they are struggling then it might be prudent for the captain to take over but if they’re handling it well for the time being then why not?

She didn't mention the decompression at first when describing the nature of the emergency. Although that wasn't the major issue, wouldn't have given ATC a clearer idea of the status of the plane?

I suspect a bit of non standard ‘Americanism’ might play a role in the communications. During our checks we get feedback on our communications and if they conform to the standard ATC would expect.

 

[AviatorInsight]

Hmmm...

Exactly...read into it what you will.

For additional info, there’s also an extra mask in each bunk and seat in the crew rests of the B777.

 

[UP4014]

Exactly...read into it what you will.

For additional info, there’s also an extra mask in each bunk and seat in the crew rests of the B777.

Prarents and kids....

 

[Quickstatus]

When cabin altitude reaches 10000 feet does the O2 flow terminate or does it continue until exhausted especially where the O2 is stored rather than generated?

So far b
Once activated, duration is approximately 12mins delivering 100% oxygen.

Would you know what is the O2 flow rate to the mask

 

[AviatorInsight]

When cabin altitude reaches 10000 feet does the O2 flow terminate or does it continue until exhausted especially where the O2 is stored rather than generated?



Would you know what is the O2 flow rate to the mask

No, once the pin has been pulled to activate the flow there’s no way to stop it until it completely runs out.

As for the flow rate, I can’t find any kind of reference to a flow rate but I’ll ask around.

 

[Hvr]

I watched the YouTube video and wonder what type of emergency would get a Pan call?

Given there is a decompression event is it not an emergency situation? Having said that the PIC was so calm on the radio it barely sounded urgent but she obviously knew it was very serious.

That brings me to my second question: How well supported are pilots etc supported after a serious incident?

 

[Quickstatus]

A Southwest Airlines Engine Explodes, Killing a Passenger

Partly a narrative as told to a journalist by a passenger - about the deceased.

Other media suggest she may have sustained a severe head injury as well. RIP

NTSB walkaround video of the aircraft:

 

[milehighclub]

When cabin altitude reaches 10000 feet does the O2 flow terminate or does it continue until exhausted especially where the O2 is stored rather than generated?

Again, comes down to aircraft type.

747 and A380 can have each individual mask shut off. The system can be reset from the flight deck.

330/737 once that first mask is pulled, the oxygen runs till it is gone for that PSU (row) only

The 787, whilst stored oxygen, the system cannot be turned off during flight. The 787 though, as a mentioned, will change the flow of oxygen however the lower you fly.

 

[Quickstatus]

I watched the YouTube video and wonder what type of emergency would get a Pan call?

I would think it would be flight crew's discretion

@Glider_ You must have been watching the safety demo:
Mouth and Nose - as described in QF 2017 safety video:

 

[travelislife]

These engine failures always make me wonder why there isn’t cameras that allow the pilots to have a physical view of the engine? Or does it just not help in anyway?

 

[Quickstatus]

These engine failures always make me wonder why there isn’t cameras that allow the pilots to have a physical view of the engine? Or does it just not help in anyway?

An aviator can answer.

I reckon a camera view of the engine today will confirm that the engine is kaput. But they already knew that...

 

[Denali]

Maybe lack of camera helps them focus on what they can manage. They know engine not on fire and kaput. Don't waste time diagnosing, just use confirmed info to plan and execute.

Very sad to hear that someone died. The YouTube transcript was very interesting, so calm and that includes traffic control.

 

[AviatorInsight]

I watched the YouTube video and wonder what type of emergency would get a Pan call?

Given there is a decompression event is it not an emergency situation? Having said that the PIC was so calm on the radio it barely sounded urgent but she obviously knew it was very serious.

That brings me to my second question: How well supported are pilots etc supported after a serious incident?

It all comes down to the PIC and their interpretation. There are some guys that always declare a mayday first and then downgrade it to a PAN once they know what is going on, conversely, I’ve seen the other side also. Personally, I stick with what it actually means, ie PAN is urgency and Mayday is distress. In this case I would have called a mayday. You have a major issue with an engine and a hole in the aeroplane. This puts everyone on high alert. But that’s just me.

These engine failures always make me wonder why there isn’t cameras that allow the pilots to have a physical view of the engine? Or does it just not help in anyway?

I can see where it would have merit, but the 737 isn’t equipped with any of the fancy multi function displays (MFD) that the 777/380 have. We diagnose problems through old school systems knowledge and associated lights to determine faults. Having said that, I have flown the 777 and the MFDs can also lead you down the beaten track if you’re not careful and just stick to the EICAS faults that are displayed. By not going through a logical sequence to determine the fault, rather you just look at a camera and see what’s going on, I believe it could lead to more doubt than if there wasn’t a camera installed.

The pilots thought they had an engine on fire so obviously the fire bell has gone off in the flight deck. If they looked on the camera and saw there was no fire would you still execute the memory items and shut the engine down using fire handles and discharging bottles? Personally I would, and I always come back to fly the aircraft first. Looking at cameras aren’t going to do you any good if you haven’t gotten the aircraft under control.

 

[tgh]

I too wondered about the status of the "problem"
Is not a Pan call mandatory ?
How can you have all this stuff happening without a defining standardised advice ?

 

[RooFlyer]

I thought I read on 'Ask the Pilot' once that they don't have 'Pan' in the USA.

Sometimes depending on the nature of the emergency, it’s easier for the Captain to stay in the loop by talking to everyone (ATC, Company, PAX, CSM, etc) and coordinating the return. Notwithstanding the fact that they still have the responsibility of making sure the aircraft is safe at all times. The FO has been checked to line to fly the aircraft in all states. If it appears they are struggling then it might be prudent for the captain to take over but if they’re handling it well for the time being then why not?

Thanks, I hadn't appreciated that the SO/RH seat flew the aircraft in. Everyone is praising the LH seat, who they heard via the comms.

I've just replayed the ATC and I'm pretty amazed that when asked to recount the aircraft issues by ATC (at abt 2:50), the pilot replied (only) "We are single engine, that's it". At about 4:50, and at 6:25 she says "We have part of the aircraft missing". Wonder what ATC was meant to make of that?

At the risk of pillory for being questioning here and I write this only because the pilot on the comms seemed so in control: I get that adding the extra info would not have added anything to what they were doing on board, or what ATC were doing, but surely, if the plane has decompressed due to a hull puncture, that's worth mentioning somewhere up front? Did they know if other damage had been sustained? Fuel leaking/gushing? I would have thought using the word 'emergency' or 'mayday' would have gotten everyone's full attention and had all precautionary services on notice.

Please, no flames. It all ended well except for the poor pax who died, so we can have a discussion here. Just opining from the comfort of my hotel room that the comms seemed a bit strange.

 

[Quickstatus]

I think ATC was able to deduce that the pilot wanted to be on the ground -for some reason they were essentially on the same wavelength.
Comments like :
Single engine
Descending (which means something wrong)
Nearest airport
He left the flying to the pilot “speed at your discretion”, “tell me when you want to turn base”.
ATC basically assisted the pilot to get from where she was to where she wanted to be. And the pilot apparently had control of the airplane and I think ATC understood that

Ultimately I think the pilot had an insight that whatever happened is in the past and while the airplane is flyable she was just going to fly the plane . ATC also was on the same wavelength when he responded to the report that someone departed the aircraft - “we will work that out later”

I love it when pilots just fly the plane

 

[RooFlyer]

Yes, can't fault any of that. But same would then apply to almost any in flight incident, wouldn't it? No need ever to declare emergency or Mayday, if the plane is still flying, just we have a problem and let me get down as soon as possible.?