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 471 to 480 of 493
 
 
 

EI-VIP, Hughes 269 C, Private

Incident/Accident Date: 1998-06-19

Report No: 1999-020, Published: 1999-10-16

Image by: N/A

 
The pilot was cleared by Dublin ATC. While on a southwesterly heading from Loughshinny Pier, the pilot felt a sudden shudder in his machine, and within 1 or 2 seconds the engine RPM went to zero and the LV (low voltage) light came on. The pilot carried out the normal autorotation landing. The aircraft skid undercarriage dug into field drills and tipped it over on its nose. Both pilot and passenger exited through the pilot's door. There was no post crash fire. Emergency services brought the pilot and passenger were to Beaumount hospital for observation. Following tests they were released later that night.
 
 

EI-CKR, Boeing 737-2K2, Ryanair

Incident/Accident Date: 1999-04-02

Report No: 1999-018, Published: 1999-09-30

Image by: David Unsworth

 
The aircraft, which was on a scheduled passenger flight from Stansted, landed on runway 10 at Dublin Airport at 08.51 hours and taxied to Stand 18. On approaching Stand 18 the aircraft struck a fuel truck and trailer which was about to be used to refuel an aircraft on the adjacent Stand 17. The aircraft port wing rode over the top of the trailer causing a small chip to the paint on top of the trailer. There was no apparent damage to the aircraft. The wing then settled clear of the trailer as the passengers exited the aircraft. None of the witnesses present observed the actual moment of impact between the aircraft and the trailer.
 
 

EI-CDV, Cessna 150, Aerial Advertising Ltd.

Incident/Accident Date: 1998-11-24

Report No: 1999-017, Published: 1999-09-20

Image by: Laurence Dwyer

 
The aircraft with one pilot and one passenger had taken off from Weston Airfield, at 1505 hrs on 24 November, 1998 and climbed to between 1200 and 1300 ft. Shortly after levelling off a partial engine power failure occurred and the pilot decided to execute a precautionary landing in a field in the Oldtown area of Co. Meath. The aircraft made an approach from the Kilcock side, on a westerly heading, and touched down 60 metres after the hedge, followed by a ground roll of some 240 metres.
 
 

G-AWNN, Boeing 747-136, British Airways

Incident/Accident Date: 1998-10-24

Report No: 1999-015, Published: 1999-09-18

Image by: Frank Schaefer

 
At 0341 hrs on 24th. October 1998, flight BA 114 made a normal ILS approach and landing on to Runway 24 at Shannon Airport. On roll-out, the No. 2 engine surged in reverse thrust and was shut down. The aircraft continued its roll on the runway, and came to a halt with its nose just beyond the intersection of the runway and Taxiway Alpha. A turn was executed on the runway at this point. During the turn the nose wheels of the aircraft left the paved surface and entered on to the grass verge.
   

EI-CDT, Boeing 737-548, Aer Lingus

Incident/Accident Date: 1997-07-20

Report No: 1999-014 , Published: 1999-09-08

Image by: Frank Schaefer

 
EI-CDT was on a flight from Dublin (EIDW) to Copenhagen (EKCH). The flight had been uneventful until EI-CDT was on finals for EKCH runway 22L under visual meteorological conditions (VMC). In connection with the completion of the landing checklist the commander selected Speed Brakes to armed. The SPEED BRAKE ARM light lit up for a moment, and then the SPEED BRAKE DO NOT ARM light came on. Immediately afterwards the crew noticed that the three green LANDING GEAR INDICATOR LIGHTS, which indicate that the gear is down and locked, were not lit, and there was no light in the three red LANDING GEAR INDICA TOR LIGHTS which show that the gear is "unsafe" either. The commander then decided to perform a go-around. During go-around FLAPS 15? were selected, but when the gear selector was to be moved to the UP position, it was not possible to move the selector from the DOWN position.
 
 

EI-FLY, Socata TB 9, Private

Incident/Accident Date: 1999-01-03

Report No: 1999-013 , Published: 1999-08-01

Image by: N/A

 
On impacting the runway the aircraft bounced back into the air - this was confirmed by witnesses on the ground and from pilots in a following aircraft lined up to land on Runway 25. Pilot A immediately applied full power and, while attempting to maintain the aircraft on the runway heading, it slewed off more than 90 to the left, not gaining more than 30' or 40' in height, towards the airfield perimeter and the main Lucan to Celbridge road. The port wing clipped the trees on both sides of this road before it struck the ground inside the adjacent golf club. The aircraft then cartwheeled as the engine and port wing were torn from their mounts. The main fuselage and starboard wing of the aircraft finally came to a stop inverted on the 15th fairway, some 100 yards from the main road. The occupants were trapped upside down in the cabin area, with aviation fuel (Avgas 100 LL) dripping from the remaining wing tank onto the pilots. There was no post crash fire.
   

D-MLAB, Rans S -12,

Incident/Accident Date: 1998-05-30

Report No: 1999-012, Published: 1999-07-06

Image by: N/A

 
The weather at Sligo was benign with no significant weather or cloud and a surface wind of 010? 10/15 kt. Runway 29 was in use. The aerial route allotted to D-MLAB took it via Coney Island towards Rosses Point and then eastwards towards Sligo town and defined points beyond the town . Maximum altitude was 2000 feet. The planned flying time for this route was 1 hour 45 minutes. The aircraft crashed some ten minutes after take-off, at 1810 hours approximately, into the tidal estuary of Sligo Bay, at a point about 1 km west of Gibraltar Point.Witnesses reported that the aircraft struck the firm sand of the estuary in a near vertical attitude. The crash site was compact. There were no survivors.
 
 

CS-TEB & 40085, Lockheed L 1011 & Learjet, Airluxor & USAFE

Incident/Accident Date: 1998-11-07

Report No: 1999-016, Published: 1999-06-11

Image by: Dennis Lau

 
The military trainer, a Learjet LJ35, was engaged in VOR/DME approach training to Runway 11, at Casement Aerodrome, Baldonnel, which is a military aerodrome 10 miles south-west of Runway 10 at Dublin Airport. At the same time the L1011 aircraft, approaching from the South, was being radar vectored on to the localiser of Runway 10 at Dublin Airport. Whilst the L1011 was at 2500 ft, on the localiser, between 7-8 miles from touchdown, the military trainer was on a northerly heading at 2100 ft, and came within 1.5 miles, and 400 ft of the L1011 aircraft.
 
 

EI-LIT, Bolkow 105, Irish Helicopters

Incident/Accident Date: 1998-06-25

Report No: 1999-009, Published: 1999-06-03

Image by: Alan Dwyer

 
The pilot had planned a routine flight from Dublin Airport to Falcarragh, Co. Donegal, where he was to pick up passengers and ferry them to Tory Island. En route, about 2 nm west of Slane village, the pilot felt a sudden increase in vibration and noise levels. He reduced power, but these vibration levels persisted. While he was satisfied that all systems were normal and the helicopter was fully controllable, he decided to carry out a precautionary landing in a field which was known to him. The pilot's post-flight inspection showed that one tail rotor blade had serious impact damage to the stainless steel strip on the leading edge and that the tail unit anti-collision light cover and its clamp were missing.
 
 

EI-MES, Sikorsky S.61N, CHC Ireland

Incident/Accident Date: 1998-08-24

Report No: 1999-008, Published: 1999-06-01

Image by: Mark Dwyer

 
EI-MES was performing a demonstration in Dublin Port, in association with the Tall Ships Event which was being held in Dublin. The demonstration consisted of dropping a team of nine swimmers of the Irish Naval Service Diving Section, from the helicopter into the River Liffey. When they jumped from the moving helicopter, the swimmers suffered varying injuries. Two of the injured swimmers were hospitalised for more than 48 hours.
 
 
Records 471 to 480 of 493