A Southwest Airlines Boeing 737-700, registration N7724A performing flight WN-3006 from Houston Hobby,TX (USA) to San Jose Cabo (Mexico) with 134 people on board, was climbing out of Hobby's runway 22 when the crew declared emergency reporting they had just lost their right hand engine (CFM56). The aircraft levelled off at 3000 feet, accepted delay vectors and returned to Hobby Airport for a safe landing on runway 22 about 30 minutes after departure. The aircraft vacated the runway at the end and stopped clear of the runway. The aircraft was evacuated via slides. One cabin crew received serious injuries during the evacuation.
Emergency services reported they needed to extinguish an engine fire as well as a small grass fire near the runway.
The FAA reported: "Southwest Airlines Flight 3006 returned safely to William P. Hobby Airport in Houston around 11:45 a.m. local time on Thursday, April 17, after the crew reported an engine issue. Passengers exited the aircraft on a taxiway. The Boeing 737 was headed to Los Cabos International Airport in Mexico. The FAA will investigate."
A replacement Boeing 737-700 registration N447WN reached San Jose Cabo with a delay of about 3:45 hours.
On Oct 24th 2025 the NTSB released their final report and investigation docket concluding the probable cause of the accident was:
Serious Injury to a flight attendant sustained during an evacuation.
The NTSB analysed:
According to the flight crew, they were on day two, leg two, of a three-day line experience rotation. The first officer (FO), pilot flying, was returning from leave and the captain (CA) was a line check airman for the company. During the preflight, the flight crew discussed the automatic terminal information service (ATIS) reporting windshear and planned for a precautionary takeoff profile. The flight crew briefed the engine out procedures and the takeoff profile for runway 22. The taxi and takeoff were normal.
During climb out, the flight crew observed the right engine exhaust gas temperature (EGT) indication momentarily increase into the red overtemp range, then decrease. The flight crew then heard a popping noise and observed the right engine N1 indication decrease to approximately 50%. The CA declared an emergency with air traffic control (ATC) and initiated the Engine Fire, Severe Damage or Separation quick reference checklist (QRC) and the quick reference handbook (QRH) procedures. The FO continued as the pilot flying and coordinated vectors for a return to HOU.
The A FA contacted the cockpit to inform them of a burning odor in the cabin. The CA informed the FAs that they had an engine malfunction and were returning to HOU. The CA then made a public announcement informing the passengers that they would be landing in 20 minutes.
After completing all appropriate checklists, the CA assumed control of the aircraft, and the FO transitioned to the pilot monitoring. The approach and landing were uneventful. ATC requested that the flight crew exit the runway at the end and coordinate with airport rescue firefighting (ARFF). After clearing the runway and stopping, the CA contacted the FAs and was informed that there was still a strong burning odor in the cabin. At that time, the CA elected to initiate an evacuation of the airplane. The CA informed ARFF of the decision and the FO began the QRH for an evacuation. The flight crew completed the QRH procedure, including left engine shutdown and FLAP 40 extension, and the CA commanded an evacuation via the left side of the aircraft.
The FO evacuated the aircraft to assist with the evacuation while the CA remained onboard until all passengers had evacuated. The CA observed passengers re-entering the aircraft from the overwing exits and then utilizing the door slides. After all passengers and flight attendants had evacuated the aircraft, the CA conducted a final walkthrough and evacuated the aircraft.
On the ground, the CA learned that ARFF personnel had directed passengers back into the aircraft due to concerns of injuries sliding off the wing.
According to the B FA, seated in the aft galley, during takeoff there was a loud noise and followed by a burning odor. As the aircraft continued to climb the odor intensity decreased and they inspected the area and were unable to identify a source. The B FA contacted the A FA and informed them of the odor. The CA made an announcement that they had experienced an engine failure, and they would be landing in approximately 20 minutes. After landing and stopping, the CA called the FAs and asked if the odor still existed, to which the B FA replied that they still smelled a burning odor.
After the evacuation, the B FA reported an injury to their ankle. They were diagnosed with a hairline fracture.
https://flightaware.com/live/flight/SWA3006/history/20250417/1620Z/KHOU/MMSD
Emergency services reported they needed to extinguish an engine fire as well as a small grass fire near the runway.
The FAA reported: "Southwest Airlines Flight 3006 returned safely to William P. Hobby Airport in Houston around 11:45 a.m. local time on Thursday, April 17, after the crew reported an engine issue. Passengers exited the aircraft on a taxiway. The Boeing 737 was headed to Los Cabos International Airport in Mexico. The FAA will investigate."
A replacement Boeing 737-700 registration N447WN reached San Jose Cabo with a delay of about 3:45 hours.
On Oct 24th 2025 the NTSB released their final report and investigation docket concluding the probable cause of the accident was:
Serious Injury to a flight attendant sustained during an evacuation.
The NTSB analysed:
According to the flight crew, they were on day two, leg two, of a three-day line experience rotation. The first officer (FO), pilot flying, was returning from leave and the captain (CA) was a line check airman for the company. During the preflight, the flight crew discussed the automatic terminal information service (ATIS) reporting windshear and planned for a precautionary takeoff profile. The flight crew briefed the engine out procedures and the takeoff profile for runway 22. The taxi and takeoff were normal.
During climb out, the flight crew observed the right engine exhaust gas temperature (EGT) indication momentarily increase into the red overtemp range, then decrease. The flight crew then heard a popping noise and observed the right engine N1 indication decrease to approximately 50%. The CA declared an emergency with air traffic control (ATC) and initiated the Engine Fire, Severe Damage or Separation quick reference checklist (QRC) and the quick reference handbook (QRH) procedures. The FO continued as the pilot flying and coordinated vectors for a return to HOU.
The A FA contacted the cockpit to inform them of a burning odor in the cabin. The CA informed the FAs that they had an engine malfunction and were returning to HOU. The CA then made a public announcement informing the passengers that they would be landing in 20 minutes.
After completing all appropriate checklists, the CA assumed control of the aircraft, and the FO transitioned to the pilot monitoring. The approach and landing were uneventful. ATC requested that the flight crew exit the runway at the end and coordinate with airport rescue firefighting (ARFF). After clearing the runway and stopping, the CA contacted the FAs and was informed that there was still a strong burning odor in the cabin. At that time, the CA elected to initiate an evacuation of the airplane. The CA informed ARFF of the decision and the FO began the QRH for an evacuation. The flight crew completed the QRH procedure, including left engine shutdown and FLAP 40 extension, and the CA commanded an evacuation via the left side of the aircraft.
The FO evacuated the aircraft to assist with the evacuation while the CA remained onboard until all passengers had evacuated. The CA observed passengers re-entering the aircraft from the overwing exits and then utilizing the door slides. After all passengers and flight attendants had evacuated the aircraft, the CA conducted a final walkthrough and evacuated the aircraft.
On the ground, the CA learned that ARFF personnel had directed passengers back into the aircraft due to concerns of injuries sliding off the wing.
According to the B FA, seated in the aft galley, during takeoff there was a loud noise and followed by a burning odor. As the aircraft continued to climb the odor intensity decreased and they inspected the area and were unable to identify a source. The B FA contacted the A FA and informed them of the odor. The CA made an announcement that they had experienced an engine failure, and they would be landing in approximately 20 minutes. After landing and stopping, the CA called the FAs and asked if the odor still existed, to which the B FA replied that they still smelled a burning odor.
After the evacuation, the B FA reported an injury to their ankle. They were diagnosed with a hairline fracture.
https://flightaware.com/live/flight/SWA3006/history/20250417/1620Z/KHOU/MMSD
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