SYNOPSIS

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.

SYNOPSIS

SYNOPSIS

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 22º 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.

SYNOPSIS

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.

SYNOPSIS

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).

SYNOPSIS

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. 

SYNOPSIS 

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.

SYNOPSIS

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. 

SYNOPSIS

On 13th. September 1996 an Ilyushin IL-62M aircraft of Aeroflot, Russian International Airlines, callsign AFL328, (hereafter referred to as 328), departed Chicago O"Hare Airport for a scheduled flight to Shannon Airport.

As it came into Shannon controlled airspace 328 was cleared directly to the airfield where the Approach Radar Controller gave the aircraft radar vectors to enable it to carry out an Instrument Landing System (ILS) approach to Runway (Rwy) 24.  The winds were light South-easterly, with visibility varying between 800 metres and 1600 metres.  This ILS approach was unsuccessful and at approximately 200 feet agl the pilot decided to go- around again.  Members of the public residing in the Clenagh area observed the aircraft during this go-around manoeuvre.

The aircraft then carried out a second and successful approach and landing to Rwy 24.  Following a crew change the aircraft continued on its journey to Moscow.