SYNOPSIS

Formal notification of the incident was transmitted to the USA National Transportation Safety Board (NTSB), the Irish Aviation Authority (IAA) and the aircraft Operator by the Irish Air Accident Investigation Unit (AAIU) on 20 September, 1999.   Under the provisions of ICAO, Annex 13 (Aircraft Accident and Incident Investigation), State of Occurrence, the Chief Inspector of Accidents, Mr Kevin Humphreys, appointed Mr. Frank Russell and Mr. John Hughes, Inspectors of Accidents, to carry out an investigation into the circumstances of this incident and to prepare a Report for publication.

The incident followed an uneventful Trans-Atlantic flight and approach to Runway (RWY) 24 at Shannon Airport.  On landing, the aircraft bounced a number of times and the ground spoilers did not deploy. While the pilot applied maximum thrust reverse and maximum manual braking, complete deceleration was not achieved in sufficient time to stop the aircraft departing the end of RWY 24 and rolling some 230 ft into the grass over-run area.  Once stopped, the aircraft commander shut down the engines and the aircraft was evacuated in an orderly fashion through the normal entry/exit doors. Consequently, the airport was closed to commercial operations until 1245 hours, when the aircraft was towed back to the ramp.

SYNOPSIS

Aircraft EI-CDH was on a scheduled flight from Shannon to Dublin and landed earlier than expected at 05.08.   The aircraft taxied to the South Apron and was marshalled on to Stand 38.  As the aircraft was being marshalled to the stop line at the hammerhead, the top surface area of the port wing outboard of the aileron came in contact with the underneath mechanism of the airbridge, which was extended at the time.

SYNOPSIS

On 18^th October 1998 the aircraft was on a flight from Rome to Dublin when at 23 NM from Dublin Airport a warning appeared on the aircraft’s monitoring system that the hydraulic pressure in one of its hydraulic systems had reduced to a low level.  At the same time the aircraft was struck by lightning.  The Captain disconnected the autopilot and took over control of the aircraft.  Directional control was difficult.  “PAN” call (emergency) was then declared and ATC advised of weather conditions at Dublin Airport.  The crew noted that No. 3 spoiler on the starboard was stuck in the up position.  The aircraft was becoming more difficult to control as the approach speed was reached and a higher speed was selected.  The roll to the right became severe at touchdown and full left aileron was used in the landing.  Ground spoilers then deployed in the normal way and the aircraft continued the ground roll.  On landing it was discovered that No.3 spoiler starboard side remained up and that the spoiler actuator was leaking hydraulic oil.

SYNOPSIS

As the helicopter approached the mouth of the River Boyne Estuary the engine suddenly went to idle/tick-over. There was no response from the foot throttle. The pilot banked the aircraft hard right and crash landed on the beach, striking it hard on its starboard side. The pilot and passenger received serious injuries, necessitating hospitalisation in excess of 48 hours.

SYNOPSIS

Flight AF5003, with passengers on board, was about to depart Stand 42A at Dublin Airport when an equipment tug engaged in loading baggage on to the aircraft, slid and struck the aircraft rear fuselage. The skin of the aircraft was punctured in the process.

SYNOPSIS

SYNOPSIS

The aircraft taxied on to Stand 32 at Dublin Airport at 13.10 hours on 3rd September, 1999.  

The Captain manoeuvred the aircraft on to the yellow taxiline.  Before reaching the stop point at the hammerhead however the left wing forward slat came in contact with a bus parked in the area of the stand.  The rear window of the bus was shattered on impact and the forward slat and wing tip were damaged.

SYNOPSIS

Flight JEM910 was about to taxi on to Runway 10 for take off on a flight to Liverpool when the aircraft lurched to starboard. When the crew tried to bring the aircraft back to the taxiway centreline, the nose strut collapsed rearward under the fuselage and the nose of the aircraft struck the ground. The Captain then ordered the First Officer to declare a Mayday call.

SYNOPSIS

At 21:02 hrs on 01 July 1999 the Helvick Lifeboat and the Irish Air Corps Dauphin, DH248, located at Waterford Regional Airport, were launched, in very bad visibility, to assist in locating a boat reported lost off Dungarvan. In the event, Helvick Lifeboat located the casualty and subsequently requested DH248 to provide navigational assistance back to Helvick Pier, as the Lifeboat”s GPS (navigation system) was not functioning correctly.

The DH248 crew were advised that the weather conditions at Waterford Airport were deteriorating. The Aircraft Commander decided to return to base. DH248 carried out two unsuccessful Instrument Landing System (ILS) approaches to Runway (RWY) 21 at Waterford Airport. The Aircraft advised Waterford Control Tower that they were then going to  carry out a “coastal approach”. During a probable go-around from this approach, DH248 impacted sand dunes adjacent to Tramore Strand. There were no survivors. The aircraft was destroyed. There was severe post-impact fire.

The accident occurred at 00:40hrs local time on 2nd July 1999 which is 23:40hrs UTC on 1st July 1999.