# Accident 20240725009679A: Boeing B-737-7CT, Romulus, MI, July 25, 2024 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: July 25, 2024, 17:03 local time - Place: Romulus, MI - Airport: Detroit Metro Wayne County - Damage: Substantial damage - Phase of flight: Takeoff: Climb Out - Operating rules: Foreign air carrier (Part 129) - Operator: WJ0F - Location: 42.2124° N, 83.3534° W: Placed by OpenAirDocs at DETROIT METRO WAYNE COUNTY (DTW), within about a mile (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=42.2124&lon=-83.3534&mi=10 - Aircraft: NONE (not matched to a registry record) - Reported make and model: BOEING B-737-7CT - Reported engine: CFM CFM-56 - People aboard: 128 - Fatal injuries: 0 - Other injuries: 0 - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20240725009679A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. AFTER ROTATION AT APPROXIMATELY 300-400 FT AGL, THE FLIGHT CREW OBSERVED A BIRD TO THE FORWARD RIGHT HAND SIDE OF THE WINDSHIELD AND IMMEDIATELY THEREAFTER THEY EXPERIENCED A VIBRATION THROUGHOUT THE AIRCRAFT. CLIMB CONTINUED UNTIL 9000 FT AS THE FLIGHT CREW NOTICED A VIB INDICATION OF 3.5 IN THE LOWER DISPLAY UNIT (DU) ON THE #2 ENGINE THAT KEPT INCREASING SIGNIFICANTLY. THE CREW DECLARED PAN PAN AND REQUESTED ATC AN AIR TURNBACK TO DTW. THE IMPACTED ENGINE WAS STILL PRODUCING POWER; VIB OBSERVED RANGED BETWEEN 2.0 AND 2.5 ONCE POWER WAS SET AT 67% N1. DURING LANDING, THE CREW INITIATED THE REVERSE AND QUICKLY STOWED THE REVERSES AS VIBRATIONS INCREASED AT IT WAS DEPLOYED ON THE #2 ENGINE. THE AIRCRAFT THEN TAXIED TO THE TERMINAL WITH A SINGLE ENGINE IN OPERATION. MAINTENANCE FINDINGS AND ACTIONS: - OVERWEIGHT INSPECTION CARRIED OUT WITH NO FAULTS FOUND. - DAMAGE FOUND ON BLADES 3,4,5,6. WHEN BLADES WERE REMOVED AND REPLACED, DAMAGE TO THE CONTAINMENT CASE WAS IDENTIFIED AS FOLLOWS: 4 GOUGES FOUND ON FAN BLADE CONTAINMENT CASE AFT OF ABRADABLE SHROUD AT POSITIONS 11 O’CLOCK AND 2:30 O’CLOCK: GOUGE #1 AT THE 10H POSITION, 14.75" BEHIND A1. IT MEASURES 1.25" LONG, MAX DEPTH OF 0.015". GOUGE #2 AT THE 2H30 POSITION, 14.5" BEHIND A1. IT MEASURES 3.0" LONG, MAX DEPTH OF 0.027". GOUGE #3 AT THE 2H30 POSITION. 15.5" BEHIND A1. IT MEASURES 1.375" LONG, MAX DEPTH 0.017" GOUGE #4 AT THE 2H30 POSITION. 15.75" BEHIND A1. IT MEASURES 1.375" LONG, MAX DEPTH 0.017". - DUE TO THE ABOVE-REPORTED FINDINGS BROUGHT TO THE ATTENTION OF CFM, THE MANUFACTURER WAS NOT CONFIDENT THAT THE MECHANICAL PROPERTIES OF THE CONTAINMENT CASE WERE ENSURED ANYMORE AND COULD POTENTIALLY DAMAGE OTHER PARTS IN A POTENTIAL FAN BLADE OUT SCENARIO (MATERIAL SAFETY MARGIN WAS DEGRADED). CFM THEREFORE RECOMMENDED REMOVING THE CONTAINMENT CASE AND REPLACING IT. HOWEVER, THIS WAS LOGISTICALLY CHALLENGING AS THIS OCCURRED AWAY FROM A ^PRIVACY DATA OMITTED^ MAINTENANCE FACILITY. SINCE CFM COULD NOT PROVIDE A 2-CYCLE DICA TO POSITION THE AIRCRAFT, AN ENGINE REPLACEMENT WAS RECOMMENDED. THE #2 ENGINE WAS INSTALLED ON AUGUST 03RD AND SUCCESSFULLY TESTED. ## NTSB investigation None matched to this report by aircraft and date. Search the NTSB's own records: https://data.ntsb.gov/carol-main-public/basic-search From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.