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 461 to 470 of 475
 
 
 

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.
 
 

HB-INW, McDonnel Douglas MD-82, Crossair

Incident/Accident Date: 1997-12-19

Report No: 1998-011 , Published: 1998-09-04

Image by: Propfreak

 
The pilot stated that on reaching FL 370 there was a loss of cabin pressure control, as they approached the STRUMBLE VOR. The crew attempted to regain control by placing the pressurisation system in manual mode. This was unsuccessful and, as the cabin altitude was climbing rapidly, an emergency descent was commenced in accordance with the Operating Company's Flight Crew Emergency Checklist. In the descent, at FL 220, cabin pressurisation was stabilised and the cabin control system responded to normal control inputs.
 
 

EI-COF, BAe 146-200, Cityjet

Incident/Accident Date: 1997-11-24

Report No: 1998-010, Published: 1998-08-07

Image by: Ola Carlsson

 
On 24 November 1997, EI-COF departed Dublin for London City Airport at 1930 hours. A strong smell of fumes was noticed by all the crew during take-off and initial climb out, which became worse as the flight progressed. (On an earlier sector the same fumes were noted but they quickly dissipated).
 
 

G-SFHR, Piper PA23, Private

Incident/Accident Date: 1997-11-15

Report No: 1998-009 , Published: 1998-07-24

Image by: N/A

 
The aircraft departed Shannon Airport at 1245 hrs on the day of the incident, bound for Galway Airport. At 1324 hrs the initial attempt to land at Galway on Runway 08 was made. After a number of bounces the pilot abandoned the landing and initiated a go-around. The second landing attempt on the same runway was successful, but took about almost the full length of the runway, which is 1334 metres long, and 23 metres wide. The tower observed that the aircraft almost ran off the runway. In response to a call from the tower, the pilot replied that all was OK.
   

G-HAUG, Sikorsky S-76B, Norbrook Industries

Incident/Accident Date: 1996-12-12

Report No: 1998-008, Published: 1998-06-26

Image by: N/A

 
G-HAUG departed Belfast International - Aldergrove Airport on 12 December at 18.03 hrs, to return to its home base at Ballyedmond, Co. Down, Northern Ireland. This would normally be a flight of some 20 minutes duration. The approach to the home base was executed using a locally produced GPS-based approach procedure. Having commenced its descent, in preparation for landing at Ballyedmond, the helicopter struck the north face of the Carlingford Mountains at 960 feet above sea level, approximately 2 miles SE of the village of Omeath, Co. Louth, at 18.16 hrs. All three occupants suffered fatal injuries.
   

29000 & N/A, B747 (Air Force 1) and B747, USAF and UPS

Incident/Accident Date: 1997-05-27

Report No: 1998-006, Published: 1998-06-12

Image by: Sam Chui

 
The Boeing 747 USAF 1 was routing from the United States to Paris at flight level 290. The Boeing 747 UPS 6080 was routing from Europe to the United States at flight level 310. The position 53N 15W, is one of the entry/exit points from the Shannon Upper Information Region (UIR) to oceanic airspace.
 
 
Records 461 to 470 of 475