Fiel, John Mark T.

On April 28,1988, the aircraft Boeing 737-297 was on its way to Honolulu, Hawaii from
Hilo USA suffered a substantial damage during an explosion in flight on the said date as it
experienced explosive decompression and structural failure. The plane was able to make an
emergency descent and land safely at Maui's Kahului Airport. Despite the extensive structural
damage, the safe landing made it a noteworthy event in aviation history. For the airline sector, the
event was also a game changer. The susceptibility of the earlier production Boeing 737's lap joint,
which collapsed in the crash, has been debated for decades.

Many experts during that time questioned,” What was the reason behind the incident?”.
After several investigation, it was found out that the aircraft is operating for over 20 years, since
it was built in the year 1960. Thus, this could be one of the reasons of the incident. Aside from
that, metallurgical investigation has been carried out and it was found out that, Extensive fatigue
cracking was discovered in the lap joint sample S-4R between BS 360 and 420. The longest crack
measured 0.27 inches in length. The entire cold bonded lap joint had disintegrated. Different
sections showed light to moderate to severe corrosion. Fatigue cracking in the skin close to rivet
holes was also seen in the lap joint of S-4L from BS-727 to 747 and 847 and 867. In addition,
contrary to Boeing's assertion of 0.04 inch, the laboratory examination found that only a crack
greater than 0.08 inch may be detected by required eddy current (National Transportation Safety
Board, 1989, p. 30).

According to the NTSB investigation, the accident was caused by metal fatigue
exacerbated by corrosion. Extensive fatigue cracking was discovered in lap joint samples taken
from the aircraft. The cold bonded lap joint was completely dis-bonded. On different places, varied
levels of corrosion were discovered. During each flying cycle, the fuselage is pressurized and
depressurized, as well as subjected to cyclic loadings. Due to these loadings, a tiny fatigue crack
could nucleate and propagate in the metal to a macroscopic level.

In addition, the accident sequence was initiated due to the separation of the of the
pressurized fuselage skin. This separation results into an explosive decompression which then
caused the upper lobe separation from the airplane. On the basis of the remaining structure and the
airplane's airworthiness history, the cause of failure was determined. According to the findings,
the fuselage separation began at lap joint S-10L near BS-440. The NTSB also found that the rip
strap dis-bonding caused the plane's expected controlled decompression to fail, as predicted by the
Fiel, John Mark T.

designers. Multiple cracks formed from the multiple sit damage (MSD). The disbonding of cold
lap joints would cause loads to be transferred directly to the counter sunk rivets holes. It was also
been found out that there is a presence of knife edge in the said rivet holes, which results into a
stress concentration area making it vulnerable to fatigue cracking.

In relation, it was already detected that there was a corrosion problem on the airplane but
it was not deferred as a corrective action before the flight went through. The maintenance
department seems to be unaware how critical corrosion would be on the lap joints, tear straps and
some adverse effects on the airplane. Failure for the maintenance team to detect problems
mentioned above was also considered to be one of the reasons why the incident happens.

Corrosion failures basically sensitive on its environment. It is stated, that Aluminum was
used to construct the fuselage. It is a metal that is thermodynamically reactive. For corrosion
protection, a 1 nanometer oxide coating is normally generated. Uniform corrosion that demands
strong acidic or alkaline medium was ruled out in a near neutral climate like Hawaii's (PH 8-8.3).
Pitting corrosion, however, can still occur. When a metal is in constant or intermittent contact with
watery fluids, pitting corrosion occurs. Chloride ions are known to cause it to develop. The
operating environment of Aloha airline flight 243 was salinity-rich, indicating a high chloride
concentration.

Corrosion problems that lead to fatigue cracking is seem to be the main factors to be
considered as a reason for the incident. As I said, corrosion should be deferred as a critical problem
in a material. In the case of the incident happened in Boeing 737-297 flight, it results into a casualty
and serious injuries. It may be considered as a small problem but it will yield into a bigger problem
just like what happened on the Aloha airlines flight 737-297.