United Airlines Flight 328

Coordinates: 39°55′44″N 105°03′18″W / 39.929°N 105.055°W / 39.929; -105.055
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United Airlines Flight 328
Honolulu, Hawaii, United States
Occupants241
Passengers231
Crew10
Fatalities0
Injuries0
Survivors241
Flight path of United Airlines Flight 328

On February 20, 2021, United Airlines Flight 328 (UA328/UAL328), a scheduled U.S.

Parts departing from the engine cowling of the Boeing 777-222[a] aircraft resulted in a debris field at least 1 mile (1.6 km) long over suburban residential areas of Broomfield, Colorado.[4][5][6][7] Falling debris was recorded by eyewitnesses using smartphone cameras and a dash cam.[8][9] Debris fell through the roof of a private home[4] and significantly damaged a parked vehicle.[10]

The engine failure resulted in an in-flight engine fire, extensive damage to the engine nacelle, and minor damage to the fuselage.[11] Passengers also recorded video of the engine nacelle damage and in-flight fire and posted these to social media. The failed engine was a Pratt & Whitney (P&W) model PW4077 turbofan.[12]

The crew secured the failed engine, and the aircraft returned to Denver using the remaining working engine, landing without further incident 24 minutes after takeoff at 13:28 local time.[1][13][14] There were no reported injuries to persons onboard or on the ground. The U.S. National Transportation Safety Board immediately began investigating.

Similar 777-200 series aircraft were quickly grounded by several national aviation authorities, including the U.S.

Japan Air Lines, which had a similar incident in December 2020, retired all of its P&W-equipped Boeing 777-200s a year earlier than planned in March 2021. United Airlines, which also had a similar incident in 2018
, grounded their Pratt & Whitney powered 777-200s from early to mid 2021 until July 2022 (with the exception of the accident aircraft.)

Aircraft

N772UA in 2007, while still wearing its previous "Rising Blue" or "Blue Tulip" livery.

The incident aircraft, N772UA,

Boeing 777-222, the United Airlines-specific variant of the original 777-200 series.[13] It was built in November 1994 (c/n 26930/Line no.5)[15] and delivered to United in September 1995. Originally the aircraft was designated as WA005, one of the original Boeing 777-200s that took part in the flight test certification program prior to its entry into commercial service.[15] Boeing stopped building the 777 with P&W PW4000 series engines in 2013,[16] and the engine is no longer in active production. After extensive repair, the grounded aircraft was returned to service on August 21, 2022.[17]

The Boeing 777 is a long-range, wide-body, twin-engine aircraft.

Cairo Airport, and British Airways Flight 38 crashed on landing at Heathrow Airport. The latter was attributed to a design defect in its Rolls-Royce Trent 895-17 engines, not the P&W engines on this incident aircraft.[19][20]

Engine

Inboard side of the right engine of UAL328 showing the exposed fan containment wrap (brown) and fire damage to the thrust reversers (NTSB photo)

The original 777-200 was distinctive for its

turbofan engine,[23] that is a higher bypass version of the PW4000-94 engine originally fitted to the Boeing 747-400. It was redesigned exclusively for the 777 with a larger 112-inch (280 cm) diameter fan section using 22 hollow-core fan blades. The PW4000-112 fan blade is a wide-chord airfoil made of a titanium alloy, about 40.5 inches (103 cm) long and about 22.25 inches (56.5 cm) wide at the blade tip. A PW4000-112 fan blade can weigh a maximum of 34.85 pounds (15.81 kg).[23]

The hollow-core fan blade that experienced

metal fatigue failure in this incident had only undergone 2,979 cycles since its last trip to the P&W factory for nondestructive testing using thermal acoustic imaging (TAI) to find hidden internal defects. This interval is less than half of the 6,500 cycle test frequency established in 2019 after a similar engine failure on a previous United Airlines 777-222 flight to Honolulu (UA1175) in 2018.[24] The subject blade underwent TAI inspections in 2014 and 2016. The TAI inspection data collected in 2016 was re-examined in 2018 after the UA1175 incident.[25][26]

Japan's transport ministry ordered increased inspection frequency after the similar JAL 777-200/PW4000 engine failure incident at Naha Airport (OKA) in Japan on December 4, 2020.[21] The US Federal Aviation Administration was also considering increased inspections as a result of that incident, but had not acted prior to this incident in Denver.[24]

Crew

The captain, Mark Stephenson (60), had been with United Airlines since 1990, with the first officer, Michael DeVore (53), joining in 1999. Both pilots were based in San Francisco. The captain reported a total of 28,062 hours total time, with 414 hours in the B777. The first officer reported a total of 18,612 hours total time, with 355 in the B777.[27]

Incident

Damage to PW4000 hollow fan blades from UA328. Note fracture surface near hub at top of photo. (NTSB photo)

The aircraft arrived at

fan blade out failure within the right (#2) engine resulted in parts of the engine cowling disintegrating and falling to the ground in Broomfield, Colorado.[30] No one on the ground or in the aircraft was injured,[31] although flying debris resulted in a hole in the wing to body fairing, a non-critical composite part designed to reduce aerodynamic drag.[32]

The flight crew contacted air traffic control to declare an emergency and request a left turn to return to the airport.[32] The flight crew began to complete checklists, including the engine fire checklist. As part of the checklist, the flight crew discharged both fire extinguisher bottles into the engine, but the engine fire warning did not extinguish until the airplane was on an extended downwind for landing. The flight crew continued to prepare for the emergency landing by completing additional critical checklists and verifying airplane performance for landing. They elected not to dump fuel for safety and time reasons and determined that the excess landing weight was not significant enough to outweigh other considerations.[25]

The captain accomplished a one-engine-inoperative approach and landing to runway 26 without further incident.

Airport Rescue and Firefighting (ARFF) met the airplane as soon as it stopped on the runway and applied water and foaming agent to the right engine. The base of the engine experienced a flare up, which was quickly extinguished. Once cleared by ARFF, the airplane was towed off the runway where the passengers disembarked via air stairs and were bussed to the terminal.[25] Passengers were re-booked on flight UA3025 – operated by a different Boeing 777, N773UA, a sister ship to N772UA immediately ahead of it on the production line[29]
– that took off hours later.

Similar incidents

Further information: Pratt & Whitney PW4000 § Involving PW4000-112 series
Photo of UA328 fan blade's fracture surface with the origin area identified (NTSB photo)

Media analysis of this incident frequently cited three related catastrophic engine failure incidents involving Pratt & Whitney PW4000 series

turbofan engines: two previous incidents on the same 777-200 aircraft family with the PW4000-112 series engines with hollow-core fan blades that developed internal cracks,[33] and one contemporaneous incident on an older widebody aircraft design with the original PW4000-94 series engine. At his press briefing two days after the incident, NTSB Chairman Robert Sumwalt said it remained to be seen whether the failure is consistent with a previous incident in February 2018 on United Airlines.[34] "I think what's important is that we really truly understand the facts, circumstances, and conditions around this particular event before we can compare it to any other events," he noted. "But certainly we will want to know if there's a similarity."[35][36]

United Airlines Flight 1175

Main article: United Airlines Flight 1175
Fracture surface of UA1175 fan blade showing discolored area and ratchet mark radiating from an interior surface of the fan blade (NTSB Photo)

On February 13, 2018, the same replacement aircraft used to accommodate the passengers from this incident, N773UA, originating from San Francisco as United Airlines Flight 1175 (UA1175), had a similar engine failure and loss of the engine cowling. This incident occurred over the Pacific Ocean approximately 120 miles (190 km) from Honolulu (HNL). The flight descended continuously from 36,000 feet (11,000 m) and landed at HNL approximately 40 minutes later with no reported injuries or loss of life.[16] The aircraft was eventually repaired and returned to service.[37]

UA1175 No. 11 fan blade root section fracture surface (NTSB photo)

The separated inlet cowl and fan doors fell in the ocean; unlike the UA328 incident, they were not recovered. The NTSB determined that a fan blade fractured from a pre-existing

Wall Street Journal.[41]

Failed fan blade from JL904. Yellow arrow legend: "origin of fatigue fracture." Red arrow legend: "indicates the direction of fatigue fracture." (JTSB photo)
Photograph showing damage to UA328 right engine cowling, including the loss of the inlet fairing and fan doors (NTSB photo)

Japan Airlines Flight 904

On December 4, 2020, a 777-289 (JA8978, Ex.Japan Air System) operated as JL904 from Okinawa-Naha Airport (OKA), also experienced a similar fan blade out failure and partial loss of the fan cowl six minutes after takeoff at an altitude of 16,000 feet (5,000 m).[42][43] It returned to OKA and landed safely, but the Japan Transport Safety Board considered it a "serious incident" and launched an investigation.[44][45] They later confirmed that the engine also had two broken fan blades, one with a metal fatigue fracture, similar to both United incidents.[41] The Ex.JAS 777-289 version is powered by a PW4074 engine variant rated for 74,000 pounds-force (330 kN) of thrust.[46]

Longtail Aviation Flight 5504

Main article: Longtail Aviation Flight 5504

Coincidentally, on the same day as the United 328 incident, a Boeing

Maastricht Airport in the Netherlands, and two people were injured by debris that also fell in a residential area.[47] That aircraft was powered by four PW4056 engines,[48] a version of the earlier PW4000-94 engine.[49]

Investigation

Recovered inlet cowl and cowling debris laid out in hangar (NTSB photo)

The National Transportation Safety Board (NTSB) is investigating the incident.[9] An NTSB structures engineer and two investigators from the NTSB's Denver office collected fallen debris with local law enforcement and safety agencies over several days immediately after the incident. Most of the structure from the inlet cowl and fan cowl doors that separated from the aircraft was recovered and identified. Recovered portions of the inlet cowl, fan cowl door structure, and inlet cowl attach ring were laid out in a hangar (pictured). The inlet cowl, fan cowl doors, and thrust reversers will be examined further by NTSB investigators to map damage and cowl failure patterns after the fan blade failure, and to examine the subsequent progression of fire in the thrust reversers.[25]

Damage to the wing and the body fairing of United Airlines flight 328 (NTSB photo)

The NTSB noted upon initial inspection two fan blades had fractured, one near its root and an adjacent one about mid-span; a portion of one blade was embedded in the containment ring. The remainder of the fan blades exhibited damage to the tips and leading edges.[3] The failed blades were removed and flown by private jet to Pratt & Whitney's laboratory in Hartford, Connecticut for further examination.[32]

On February 22, 2021, National Transportation Safety Board Chairman Robert Sumwalt announced that the damage to the fan blade is consistent with metal fatigue, according to a preliminary assessment.[34][47] Sumwalt also said that, "by our strictest definition,"[50] the NTSB did not consider the incident an uncontained engine failure because, "the containment ring contained the parts as they were flying out."[2] He said the NTSB will look into why the engine cowling separated from the aircraft and why there was a fire, despite indications that the fuel supply to the engine had been turned off.[34]

Right engine fire switch and fire bottle status lights in the cockpit.

On March 5, 2021, the NTSB released an update on the incident.

thrust reverser skin, and composite honeycomb structure of the inboard and outboard thrust reversers. Both halves of the aft cowl appeared to be intact and undamaged. The spar valve, which stops fuel flow to the engine when the fire switch is pulled in the cockpit, was found closed; there was no evidence of a fuel-fed fire. Examination of the cockpit found that the right engine fire switch had been pulled and turned to the "DISCH 1" position, and both fire bottle discharge lights were illuminated. Examination of the engine accessories showed multiple broken fuel, oil, and hydraulic lines and that the gearbox was fractured.[25]

In addition, the NTSB stated in this update that initial examination of the right engine fan revealed that the spinner and spinner cap were in place and appeared to be undamaged. The fan hub was intact but could not be rotated by hand. All fan blade roots were in place in the fan hub, and two blades were fractured. One fan blade was fractured transversely across the airfoil and the blade's fracture surface was consistent with fatigue. A second fan blade was fractured transversely across the airfoil and the second blade's fracture surfaces had shear lips consistent with an overload failure. The remaining fan blades were full length but all had varying degrees of impact damage to the airfoils.[25]

Final report

On September 8, 2023 the NTSB published their final report on the accident. The report revealed that the fatigue failure in the right engine was due to inadequate inspections and insufficient frequency of inspections to catch low-level crack indications. The low-level cracks continued to propagate until their ultimate failure. Additionally the use of carbon-fiber reinforced plastic, instead of aluminum as used during certification tests on engine inlet caused the inlet to fail to adequately dissipate the energy of the fan-blade out event - failing to prevent additional damage.

The NTSB found the severity of the fire damage was due to failure of "K" flanges after the blade failure. Failure of the flanges allowed hot ignition gases to spread and damage components that carried flammable fluids. The fire then propagated to undercowl and thrust reverser areas where the fire could not be extinguished.[52]

Reactions

Central portion of first image of aircraft debris tweeted out by Broomfield Police illustrating their response to the event. Image shows the engine inlet rim fairing where it landed.
  • At 13:41, the Broomfield, Colorado Police Department posted on Twitter: "Getting reports that a plane flying over @broomfield had engine trouble and dropped debris in several neighborhoods around 1:08 pm." The department continued to update the thread, confirming that the aircraft landed safely at Denver International Airport and there were no reported injuries. They also posted several photos showing debris that had been reported, asking the public not to touch or move debris, and to report it to their non-emergency number.[53] At an impromptu press conference at Broomfield County Commons Park, where several pieces of debris landed, Public Information Officer Rachel Welte described their response to a flood of calls from the public, adding, "It's actually remarkable, given the amount of people that are at this park this time of day, we are absolutely fortunate that no one was injured."[54]
Engine nacelle fragments from UA328 found in front of Broomfield County Commons Park restroom.

Groundings by aircraft operators

The following operators grounded their 777-200 series aircraft within a week of the incident:[68]

As of 24 February 2021
Airline In service In storage Total
United Airlines 24 28 52
All Nippon Airways 10 14 24
Japan Airlines 7 13 20
Korean Air 7 10 17
Asiana Airlines 6 1 7
Jin Air 1 3 4
Total 58 66 124

See also

Notes

  1. ^ a b The airliner was a Boeing 777-200 model; Boeing assigns a unique code for each company that buys one of its airliners, which is applied as a suffix to the model number at the time the aircraft is built, hence "777-222" designates a 777-200 built for United Airlines (customer code 22).

References

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External links

Public Domain This article incorporates public domain material from websites or documents of the National Transportation Safety Board.

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