SYNOPSIS

The aircraft was on a daily scheduled passenger service between Vienna and Dublin. The aircraft commander, who was the non-handling pilot, was suddenly seen by the co-pilot to be leaning heavily against the flight controls and apparently unconscious.  The co-pilot immediately took control of the aircraft and declared a medical emergency to Dublin ATC and requested a priority landing and medical assistance on arrival.  The commander regained consciousness at about this time and he was removed by ambulance to Beaumount Hospital, Dublin, for medical examination.  He was discharged later that afternoon following various medical tests.  

SYNOPSIS

The incident was notified to the Air Accident Investigation Unit (AAIU) by the Aer Rianta Duty Airport Manager at 09.07 hours approx. on 2nd April 1999. 

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.

Synopsis

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.

SYNOPSIS

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.

SYNOPSIS

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.

NOTE

This report was produced and published by the Danish Air Accident Investigation Board, with assistance from the AAIU. It is reproduced here for the benefit of Boeing B737-500 operators.

SYNOPSIS

On Sunday 3rd January 1999, two members of a private flying group decided to take their aircraft on a routine flight in order to build up hours required for the renewal of their PPL licences. The aircraft was based at Weston Aerodrome which was also the point of departure.  

After take-off Pilot A handed over control to Pilot B who flew the aircraft to the Trim area where he carried out some general handling practice. Both pilots agreed that the aircraft handled well for the duration of the flight and that there were no technical problems with the aircraft. After one hour they returned to Weston where Pilot A carried out three uneventful touch and go circuits on Runway 25. He then handed over control to Pilot B who, in turn, wanted to practice some circuits from the right hand seat.

Pilot B's initial two circuits were uneventful. On his third and final circuit he recalls that he selected ½ flap on Base leg, and, while initially overshooting the centre line on turning final for Runway 25 he regained the centre line by the Spa Hotel at 500 AGL and selected ¾ flap and 70 kt. Thereafter, his descent was normal and he recalls seeing about 65 kt airspeed as he flew over the airfield perimeter hedge, after which he cut the engine power to land. His next recollection was that they were just about to hit the ground………they impacted the runway…….he heard a cracking noise from the front of the aircraft, then a bang.

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  degrees 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.  

SYNOPSIS

The weather at Sligo was benign with no significant weather or cloud and a surface wind of 010º 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. 

SUBJECT:-

Synopsis

The blimp was being used as a moored advertising balloon.  It became detached from its mooring and was observed drifting towards Dublin City, and in the general direction of Dublin Airport, at a height of 300/500 ft, trailing it"s mooring line.  The blimp was not recovered.