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Southwest Flight Information

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Boeing 737-3H4 N331SW
Boeing 737-3H4  N331SW
Southwest Airlines Serial Number 23695 MFR Year 1988 Engine Model CFM56 Partially extended left main gear landing, Boeing 737-300, April 30, 1996 Departure: McCarran International Airport, Las Vegas, Nevada, USA Destination: Bob Hope Airport, Burbank, California, USA Airplane Type(s): Boeing 737-300-3H4 Flight Phase: Landing Registration(s): N331SW Operator(s): Southwest Airlines The repair facility's improper assembly of the landing gear oleo strut during overhaul. NTSB synopsis: The pilot reported an unresolved main landing gear problem and orbited the area performing normal emergency gear extension procedures without success. The pilot performed low 'G' maneuvers and touch-and-go landings in an attempt to lower the left main gear. The pilot diverted to another airport where an emergency landing was made with minor damage and no injuries. The landing gear was removed and disassembled. The upper bearing carriers and bearing half shells were found out of position in the upper portion of the oleo strut. The subsequent over extension of the strut was a result of the gradual breakup of the bearings and bearing carriers due to improper/incompatible wear surfaces from the repair facility's improper assembly at overhaul. The compression/extension measurements after installation were not required. NTSB factual narrative text: HISTORY OF FLIGHT On April 30, 1996, at 1436 hours Pacific daylight time, Southwest Flight 1767, a Boeing 737-300-3H4, N331SW, with 127 passengers and crew of 5 was en route to Burbank, California, from Las Vegas, Nevada. During the initial approach into Burbank, the landing gear was extended, at which time an unusual noise was heard by the captain and an unsafe gear light was observed. The aircraft discontinued the approach and maneuvered in the general area of Burbank. After performing normal emergency gear extension procedures without success, and consulting with Southwest maintenance personnel, the decision was made to divert to Ontario, California. A flyby, a bounce and go landing, and a low "G" maneuver was performed at Ontario without success. Subsequently, the aircraft landed on runway 26R with a partially extended left main landing gear. The 127 passengers and 5 crew were evacuated via chutes and there were no injuries. AIRCRAFT INFORMATION The aircraft was maintained under an FAA approved continuous airworthiness program. The last "C" check (C2 and 3C2) was conducted on April 16, 1996. At the time of the incident, the aircraft accumulated a total of 26,697.45 flight hours with 27,340 cycles. The time since the C2 and 3C2 checks was 129.50 hours with 117 cycles. The left landing gear was overhauled by BF Goodrich Aerospace, Miami, Florida, on June 29, 1995, and installed on the aircraft on July 1, 1995. The left landing gear accumulated 2,890 hours and 2,681 cycles since the overhaul at the time of the incident. WRECKAGE AND IMPACT INFORMATION On-scene examination revealed that the damage was confined to the left engine nacelle, with minor damage to the engine and to the left flap fairings. EXAMINATION OF THE LEFT LANDING GEAR Examination of the left landing gear oleo strut revealed that it had over extended prior to gear retraction into the wheel well. The inboard tire was observed to be partially above the blade seal in the wheel well. The tire had minimal tread wear. The torque links were at maximum extension and were parallel with the oleo piston (inner cylinder). The chrome portion of the inner cylinder was measured at 16 inches of exposed chrome. Scoring was observed on the forward side of the piston, with strut oil covering both main gear wheel assemblies and trailing from the left wheel well aft to the tail cone. The strut was removed from the aircraft and flown to Boeing Aircraft in Seattle, Washington, for disassembly and examination.
Boeing 737-7H4 (N202WN)
Boeing 737-7H4 (N202WN)
Raleigh Durham International Airport Raleigh, NC Southwest Airlines Boeing 737-7H4 (N202WN): The 737-600 and -700 are the smaller members of Boeing's successful Next Generation 737-600/700/800/900 family. Among the many changes, the Next Generation 737s feature more efficient CFM56-7B turbofans. The CFM56-7 combines the core of the CFM56-5 with the CFM56-3's low pressure compressor and a 1.55m (61in) fan. The 737's new wing has greater chord, span and wing area, while the tail surfaces are also larger. The 2.4m (8ft) high winglets first developed for the Boeing Business Jet development are now offered as an option on the 737-700 (and -800). The new engines and wings allow the 737 to cruise at Mach 0.78 to Mach 0.80, while the larger wing allows greater fuel tankage and transcontinental USA range. Other features include a 777 style EFIS flightdeck with six flat panel LCDs which can be programmed to present information as on the 777 or as on the 737-300/400/500 series, allowing a common pilot type rating for the two 737 families. The improved Next Generation Boeing 737 family (originally covered by the 737X designation) was launched in November 1993. The 737-700 was the first member of the new family to be developed, and is based on the 737-300, while the 737-600 is based on the 737-500. The 737-700 rolled out on December 7 1996, was granted certification in November 1997 and entered service (with Southwest) the following month. The 737-600 was launched on March 16 1996, first flew on January 22 1998 and entered service (with SAS) in September that year.

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