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United Boeing 767 Suffers Fan Blade Separation, Diverts To Shannon

A United Airlines Boeing 767-300ER with registration N675UA performing flight UAL134 from New York, United States to Zurich, Switzerland diverted to Shannon after experiencing technical issues. The aircraft, a 21-year-old Boeing 767-300ER was en route to Zurich when it suffered technical issues over the Atlantic, it was subsequently decided by the crew to declare an emergency and divert to Shannon, Ireland... ( 기타...

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The Pilots and Crew did what Pilots and Crew are trained to do. A catastrophic disaster was averted and all were safe. Everyone deserved a bit more than meal vouchers and hotel.
Another Pratt 4077 issue ?
Hi Ken
To answer your ? The B767-300 does not use a 4077 engine. The 4077 engine is the original engine on the B777 -200.
The B767-300 normally uses a PW4060 core or a RR core on some models.
mbrews 1
Might re-phrase the question as : Are we seeing other instances of uncontained fan blade failures on aging, out-of-production P&W 4000 series engines, as happened on PW 4077 series.

As of March 2022, the PW 4077 series engines remain grounded by FAA action after 2 spectacular engine failures on other United Airlines aircraft - 777-200 type.

One issue on those 2 failures was the inability of periodic NDT to detect incipient cracks on the hollow titanium fan blades on PW 4077 . I dont know whether PW 4060 uses hollow metallic fan blades, other viewers may know.
I am told the 4060 fan blades are solid but still subject to fatigue cracks however unlike the 4077, the cracks emanate from the outer surface and are more easily detectable using NDT FPI or EC methods
Would be odd if it was - this aircraft doesn't have those engines.
On Monday a Delta Airlines Boeing 757-200 performing flight 339 from Atlanta to Seattle suffered a cabin depressurization over Kansas and subsequently diverted to Denver.

The article below the fan blade seperation story.
wow. so flying at 30K ft and losing 50% engine power, that plane must have hurried to lower elevation I'd think or it would fall out of the sky?Am I wrong? Or can one engine compensate enough to slowly go lower to 20k ft or so ?
Here’s an aviation writer’s blog post on this incident, which discusses among other things the reasons for descending when an engine fails:
She claims it happens with some regularity. Is that true? That doesn't make me feel real good about it. If it happens with some regularity, what's the change it will happen to both engines on the same flight?
The writer’s claim that an engine fails during an ETOPS flight with “some regularity” is infuriatingly vague: some actual numbers drawn from ETOPS experience would help in understanding the risk.

Assume for argument’s sake there’s a 1 in 10,000 chance an engine will fail. I’m not a statistician, but seems to me that would mean there’s a 1 in 10,000 squared, or 1 in 100,000,000 chance that both engines would fail. Plus, the chance that the first engine failure happens exactly at the point of longest flying time from a suitable alternate runway would be a lot less than 1 in 10,000. Whatever the actual numbers are, there’s a vanishingly small chance that a double engine failure puts an ETOPS flight into the drink.
mbrews 1
Losing one engine while at cruise does NOT require expedited descent. Usually it is described as " Drifted " to lower altitude, say 20k feet. The remaining engine will increase rpm, then develop increeased thrust from increased air density at the lower altitude
A 21 year old 767 should be considered for retirement, along with some of Delta's very old 767's.
According to, they have quite a few old 767's. I think Delta is always late to retire planes. The last DC10 I flew on was on Delta from Amsterdam a few years ago and it was a scary ride.
Please post time from last inspection, replacement or rebuild. Hard to determine significance as posted-thank you
Why? United di not cause the problem. If on the road your car has a flat or breaks down does the car dealer owe you compensation?


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