From Ward Carroll. For those unaware, Carroll was a US Naval Academy grad, F-14 RIO, and later an instructor at the USNA. IIRC, he was an air group commander, as well, so he knows a bit about aviation.
Aloha Airlines blowout of cabin due to 1960's era 737 and very high frequency of short flights.
Prior to boarding, a passenger notices fatigue cracks around the door frame. This is what led to the final conclusion of what happened.
They lost a stewardess during the blowout over the ocean.
Prior to boarding, a passenger notices fatigue cracks around the door frame. This is what led to the final conclusion of what happened.
They lost a stewardess during the blowout over the ocean.
Yep
https://faculty.up.edu/lulay/me401/aloha_flight_243_a_new_direction.pdf
Page 13
History of the Airplane 11. According to (National Transportation Safety Board, 1989, p. 12), the mishap aircraft N73711 was a Boeing 737-297 with serial number 20209. It was manufactured in 1969 as production line number 152. It was equipped with two Pratt & Whitney JT8D9A engines. The airplane was delivered to Aloha Airlines on 10 May, 1969. The Aloha Airline was operating eleven jets, all of them were Boeing 737s with flight cycles of 60000 or more. 12. As per (National Transportation Safety Board, 1989, p. 12), at the time of accident, the jet N73711 has accumulated 35496 flight hours and 89680 flight cycles (Landings). The airplane was the 2nd highest in number of operating cycles. The actual operating flight cycles of the airplane was less than the stipulated number, as the airplane never reached the maximum pressure differential of 7.5 PSI. The maintenance log books of the airplane did not revealed any discrepancy prior to the accident. The Boeing 737 Lap Joints Problem and its Dis-Bonding Issues 13. According to (National Transportation Safety Board, 1989, p. 13), the fuselage structure of Boeing 737 comprises of four sections. The section 41, 43 and 46 formulates the most of pressurized area. These sections are joined with section 48 by butt joints forming the complete fuselage. The section wise distribution of the Boeing 737 structure is illustrated below.
https://faculty.up.edu/lulay/me401/aloha_flight_243_a_new_direction.pdf
Page 13
History of the Airplane 11. According to (National Transportation Safety Board, 1989, p. 12), the mishap aircraft N73711 was a Boeing 737-297 with serial number 20209. It was manufactured in 1969 as production line number 152. It was equipped with two Pratt & Whitney JT8D9A engines. The airplane was delivered to Aloha Airlines on 10 May, 1969. The Aloha Airline was operating eleven jets, all of them were Boeing 737s with flight cycles of 60000 or more. 12. As per (National Transportation Safety Board, 1989, p. 12), at the time of accident, the jet N73711 has accumulated 35496 flight hours and 89680 flight cycles (Landings). The airplane was the 2nd highest in number of operating cycles. The actual operating flight cycles of the airplane was less than the stipulated number, as the airplane never reached the maximum pressure differential of 7.5 PSI. The maintenance log books of the airplane did not revealed any discrepancy prior to the accident. The Boeing 737 Lap Joints Problem and its Dis-Bonding Issues 13. According to (National Transportation Safety Board, 1989, p. 13), the fuselage structure of Boeing 737 comprises of four sections. The section 41, 43 and 46 formulates the most of pressurized area. These sections are joined with section 48 by butt joints forming the complete fuselage. The section wise distribution of the Boeing 737 structure is illustrated below.
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