Southwest Airlines 737 skin failure

I just booked a last minute flight. Had my choice of three flights, two were by Airbus, one by Boeing. I chose the Boeing even though it was not the best time. I don't play the lotto, but I like my odds with the Boeing flight.

 

Headed to Lisbon in a couple weeks for LMS race at the new Algarve circuit - on several airbus flights and a couple 737's; have been on many airbus flights since Barcelona race in April and will be on them again thru the end of the year - don't even give it a second thought - best connection for us - better flight times, prefer the foreign flights vs american based airlines and crewed flights (some of the attendents are well past their used by date and attitude shows that, food and service leaves alot to be desired). Suffice to say, I am not paranoid about it.

Carol

 

I really cannot understand the Airbus Vs. Boeing bashing that exists today. I have flown on both Airbus and Boeing products and I feel safe in both of them. The main concern I have is flying on certain carriers. right on top of my list of Airlines that I refuse happens to be Southwest. The main reason is when ever I have flown with them they always seemed to be in a hurry and the flight attendants seen to care less about passenger comfort and safety.

Now back on topic I wonder how many actual flight cycles this airframe encountered during its life at Southwest.

http://www.flightglobal.com/articles/2009/07/14/329609/picture-southwest-inspects-737-300s-after-jet-badly-holed-in-flight.html

 

What is the hours of maintenance / flight hours ratio like on a 737?

Also curious how many cycles/hours a 737 might be good for? Are hours all the same for airliners? In my world equivalent baseline hours are tracked and some types of flying, tactical low level for instance, has a multiplier to account for the increased stress on the aircraft.

 

Bob,

Not doubting the reliability of the 737. What I am more concerned with is how many flight cycles this airframe had considering that Southwest does a lot of short hops.

For Example SWA115 is scheduled for tomorrow

KPHX - KLAS 50 min flight
KLAS - KSLC 1 hour flight
KSLC - KSTL 2 hour 30 mins
KSTL - KDTW 1 hour 15 mins

http://flightaware.com/live/flight/SWA115/history/20090715/1412Z/KPHX/KLAS

It departs Phoenix at 7:12am MST and is scheduled to land in Detroit at 5:44 pm EST so there is a possibility that this A/C could get in another 2 flights in a day. That would make for 6 pressurization cycles in 1 day.

Now take a look at 6 cycles a day 300 days a year for 15 years and we have 27,000 cycles for about almost the same amount of flight hours. While not nearly as many cycles of Aloha 243 it does make you wonder how many more are ready to pop open??

 

Not a problem Bob,

The biggest problem I have with Southwest is the fact that when I have contact with there crews they have always come across as cocky and care less attitude. The last couple of times I flew on them one flight from from Phoenix to Vegas I noticed one wing access panel was missing several fasteners. When i drought it to the flight crews attention the Capt. upon arrival he remarked. "That is the least of the Maint. worries I have for this last flight!"

And another flight from San Jose to Phoenix The flight was full and my seat belt did not latch securely. When I brought it to the attention of the flight attendants she looked at me and asked "Do you want me to make an announcement and see if i can get someone to switch seats with you??" I decided to get off the aircraft booked a flight on United the next morning out of San Francisco.

That was the last time I ever flew on them.

And lets not forget the FAA fine concerning inspections of 737-300/500 fuselages for cracks levied on Southwest.

http://www.dallasnews.com/sharedcontent/dws/bus/stories/DN-southwest_07bus.ART.State.Edition2.1d31ae1.html

 

I have flown plenty on both aircraft.

Next month however, I'm flying to Africa (rwanda to be precise). Please excuse me for pinching it a little.

 

The NTSB has released a couple photos of the failed section.

http://ntsb.gov/Pressrel/2009/090716b.html

 

Would have to agree 100% on that one.

 

Regarding Southwest flight hours and cycles - it was true a while back that Southwest replaced their aircraft much more frequently than other US airlines because of their quick cycle accumulation. They had determined that there was a point where keeping the aircraft longer would result in a rapid resale value. Since they have historically been profitable they could afford to have such practices.

Jeff

 

I am sorry you ran across a Crew that was indifferent. That is very uncommon for Southwest. We have always been had a much stronger reputation for being friendly

and caring. This is indisputable. Again, the crew you ran across has no excuse for treating you like that and if I could apologize for them, I would. One note on the

amount of cycles on the 737; Our inspections are in line with the cycles on the airframes. i.e.; the more cycles, the more inspections. As far as the Boeing vs the

Airbus debate. Well, both products are engineered beyond what is expected. failures are uncommon and usually a result of multiple reasons. I have flown Douglas

products as well and the DC-10 / MD-11 line is cause for concern. The 747 I flew is a superb product and a joy to fly.

SWA 737 Captain.
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looks like there are a couple of AD's that deal with the fuselage skin of the 737-300/400/500 models

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/caf4bba41d5697bb86257593004baa4f/$FILE/2009-07-11.pdf

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/ec7e9a8669b50a5e862574d50047db96/$FILE/2008-19-03.pdf

 

Looks like this one had 42,569 cycles on it. Looks like my estimate of 27,000 was a little off the mark. The FAA is going to issue a new AD dealing with this failure on all 737-300/400/500 with over 35,000 cycles on them.

http://www.flightglobal.com/articles/2009/09/14/332291/southwest-fuselage-hole-prompts-boeing-737-directive.html