On July 10, 2026, Ryanair flight FR1879, operated by Malta Air with a Boeing 737-800 (registration 9H-QEU), suffered a serious engine failure shortly after takeoff from Thessaloniki, Greece, en route to Memmingen, Germany. One of the 24 fan blades on the right CFM56-7B engine detached, causing an uncontained fan blade off event. Debris struck the fuselage and broke a cabin window, leading to a partial depressurization. A 61-year-old passenger seated next to the window was partially sucked out but was restrained by his seatbelt and held by his wife and other passengers until the crew returned the aircraft to Thessaloniki. No other serious injuries were reported. Ryanair initially downplayed the engine aspect, stating only that "a passenger window had become detached in flight" and that the aircraft landed normally. Investigators from EASA, FAA, and NTSB are now comparing this event to two previous incidents involving Southwest Airlines 737-700s. On August 27, 2016, Southwest flight 3472 experienced an uncontained left engine failure at FL310, with debris penetrating the fuselage and causing depressurization. More critically, on April 17, 2018, Southwest flight 1380 suffered a fan blade failure at 32,500 feet due to metal fatigue; fragments of the engine cowl struck the fuselage and shattered a window, killing one passenger who was partially ejected. The NTSB attributed that accident to a low-cycle fatigue crack in the blade dovetail and noted that cowl components were not adequately retained, becoming projectiles. Following those events, the NTSB recommended that Boeing and CFM International redesign the 737 NG cowls and nacelles to ensure that fairing elements remain securely attached during a blade failure, preventing them from becoming projectiles. Enhanced ultrasonic and eddy current inspections of CFM56-7B blades were also mandated beyond certain cycle thresholds. Eddy current testing works by applying an alternating current to a coil, creating a magnetic field that induces eddy currents in conductive material; any crack or corrosion disrupts the current path, revealing the defect. The NTSB also asked the FAA to collaborate with manufacturers to analyze the resistance of passenger windows to high-speed debris impacts from engine failures, potentially raising robustness criteria for future certifications without requiring mass replacement of existing windows. Now, with the Ryanair FR1879 incident, regulators are reopening the discussion. According to sources close to technical discussions within EASA, FAA, and NTSB, a structural redesign of the fuselage or windows is considered "unlikely" due to the rarity of such events, but it must be studied. A more realistic option is to further expand the scope and frequency of non-destructive inspections of CFM56-7B blades, or to tighten replacement criteria based on wear. However, if the FR1879 investigation reveals new vulnerabilities in the window/fuselage combination against engine debris impacts, regulators may require more invasive modifications to existing 737 NG structures, with major operational and financial consequences for operators worldwide. For ATPL and ATC students, this case illustrates how a single mechanical failure can cascade into a life-threatening situation, highlighting the importance of understanding engine failure modes, cabin safety procedures, and the regulatory process that drives airworthiness directives. It also underscores the critical role of non-destructive testing techniques like eddy current inspections in preventing such failures.