The following reports have been taken from the Air Accident Investigation Unit (AAIU) Website, click on the photo to view the full official report on the AAIU web site. Where the is no photograph the report can be accessed by clicking on the icon. The extracts below only contain the AAIU synopsis to each incident / accident
 
   
Records 451 to 460 of 467
 
   

EI-BXC, Boeing 737-448, Aer Lingus

Incident/Accident Date: 1998-06-06

Report No: 1999-004, Published: 1999-04-02

Image by: Mark Dwyter

 
During the landing roll, in poor weather, a mechanical digger was observed by the crew to exit the runway on the right hand side approximately 250 feet in front of the aircraft. A van which was parked on the right hand side of the runway did not exit
   

G-BUTC, Cyclone AX3, Private

Incident/Accident Date: 1998-05-16

Report No: 1999-003, Published: 1999-03-24

Image by: N/A

 
After a flight of one hours duration, and at about 800 feet while lining up with the runway to land, the aircraft went into an uncommanded left spiral dive from which the pilot recovered. He climbed back to 1,000 feet and, on reducing power, the aircraft again went into a left spiral dive from which he recovered. At this stage he had moved somewhat southwards away from his original intended landing area and, as he reduced power again the aircraft spiralled to the left and landed heavily in a nose down attitude in a field of barley.
   

EI-TLL, Airbus A300B4-203, TransAer

Incident/Accident Date: 1997-07-17

Report No: 1999-002 , Published: 1999-03-15

Image by: Pedro Arag

 
Approximately 90 minutes after an apparently normal take off from Faro Airport, Portugal, the Captain of EI-TLL was informed that a piece of landing gear bogie, identified as a brake unit anti-rotation bar from his aircraft, had been found on the runway at Faro. The flight was continued to Manchester where, following a 'fly-by' of the Control Tower it was reported that the landing gears appeared to be intact, although during the flight the crew noted that there had been some loss of yellow system hydraulic contents and No 6 brake anti-skid 'Release' light had not illuminated upon landing gear extension.
   

G-ILTS, Piper PA 32, Private

Incident/Accident Date: 1996-11-12

Report No: 1999-001, Published: 1999-01-30

Image by: N/A

 
During take-off from a grass airstrip near Gorey, Co Wexford, the aircraft did not become airborne until near the end of the runway, where it struck a barbed wire boundary fence, breaking two wooden poles in the process. The aircraft continued to fly with a high nose-up attitude for a further 300 metres before the pilot elected to carry out an emergency landing in an adjacent field. The field, which was cultivated and planted with small saplings, had furrows running at right angles to the direction of flight. After an initial heavy impact into the field, the main undercarriage was torn off and substantial damage was caused to the underside of the aircraft, before it finally came to rest. All five persons onboard the aircraft evacuated without injury. Time of impact was 0947 hours approximately. There was no fire.
   

No Reg., Model Aircraft, Private

Incident/Accident Date: 1996-12-07

Report No: 1998-017, Published: 1998-12-20

Image by: N/A

 
The model was flying circuits at a registered aeromodel site in the Phoenix Park in Dublin. After a take-off, which followed a normal circuit, command of the model was lost. The model then flew off in a North-east direction. When its fuel was exhausted, the model glided to earth, and landed on the new link taxi-way near the threshold of Runway 28 at Dublin Airport. The report finds that the probable cause of the loss of command was the exhaustion of the receiver battery.
 
 

EI-BYJ, Bell 206B, Celtic Helicopters

Incident/Accident Date: 1997-11-10

Report No: 1998-016, Published: 1998-11-26

Image by: Jon Devins

 
On 10th. November 1997, the pilot, having completed a commercial flight earlier that morning, was requested by a member of the operators maintenance staff to carry out a local test flight on EI-BYJ, to confirm that the maximum and minimum autorotation RPM was set correctly, among other requirements. The pilot stated that he entered an autorotation at 2,000 ft to observe rotor RPM by lowering the collective lever and closing the throttle to idle. He observed the NR (Rotor RPM) rising sharply towards 107% (maximum RPM Rotor) and applied collective pitch to stop this rise. While descending at 60 mph IAS he observed a sharp reduction in the NR, followed by the Rotor Low RPM warning cautions (audio and light), as the NR decayed towards 80% (minimum is 90% Rotor RPM). He estimated that the time from applying collective to the sharp reduction in NR was 2 -3 seconds.The pilot commented that he believed the incident occurred due to an over-application of collective pitch and was accentuated by the aircraft being close to MAUW (Maximum All Up Weight).
   

G-CLYV, Robinson R22 Beta, Private

Incident/Accident Date: 1996-08-14

Report No: 1998-015, Published: 1998-11-12

Image by: N/A

 
Aircraft suffered power failure and landed in 3 metres of sea water.
   

EI-CLI, BAe146-300, Aer Lingus

Incident/Accident Date: 1998-04-15

Report No: 1998-014, Published: 1998-10-23

Image by: Chris Sheldon

 
EI-CLI departed Dublin Airport, on a scheduled flight to Edinburgh and was cleared to the Dublin VOR. As the aircraft was flying over the VOR the No. 3 CCM in the aft galley sensed a strong smell of burning. She checked the oven where she had been heating the bread rolls and noticed flames in the right hand compartment of the double compartment oven. The Captain levelled the aircraft at 4,000 ft, declared a PAN and requested an immediate return to the airfield.
   

G-PITS, Pitts Special S2AE, Private

Incident/Accident Date: 1998-01-25

Report No: 1998-013, Published: 1998-10-02

Image by: Kevin O'Doherty

 
The pilot had landed on Runway 07, at Weston Aerodrome, at the end of his second local flight of the day. He turned the aircraft on the runway, and was backtracking, on the runway, to the aircraft parking area. The runway is tarmac and is 890 metres long and 15 metres wide. Given the restricted forward view in this aircraft type, the pilot zig-zagged while taxiing, in order to ensure that the runway was clear in front of him. Due to the busy nature of the airfield at weekends, such as the Saturday morning in question, the pilot conducted the backtracking in an expeditious manner. During one of the zig-zag manoeuvres, the right main wheel departed the tarmac surface and entered soft ground. This caused the aircraft to ground loop, off the runway, about the right hand main wheel. In the ground loop, the left wing tip struck the ground.
 
 

G-BIUV, HS 748, Emerald Airways

Incident/Accident Date: 1998-01-03

Report No: 1998-012 , Published: 1998-09-18

Image by: Derek Pedley

 
The aircraft was operating on a scheduled cargo flight from Liverpool to Dublin Airport. The pilot flying (PF) had approximately 30 hours experience on type and was undergoing Line Training. Runway 28 (8650 ft), which was clearly visible on the extended approach, was selected for landing. There was moderate turbulence and the surface wind given by ATC was 240/22, gusting to 40 kts. The PF elected to use 22? of flap for landing because of the turbulence and crosswind, rather than the normal full flap selection. The pilot not flying (PNF), who was operating in his capacity as a Line Training Captain, concurred with this decision and also said that the crosswind given was well within the limits of the aircraft. The flying limitations in the company's Operations Manual give the maximum crosswind for landing as 30 kts.
 
 
Records 451 to 460 of 467