AAIU Reports

The following is a listing of Investigation Reports published by the Air Accident Investigation Unit concerning accidents and incidents that occurred within Ireland, including its airspace and territorial waters. This list will also include Investigations concerning Irish-registered and/or operated aircraft which were delegated to the AAIU by Foreign Accident Investigation Authorities in accordance with ICAO Annex 13. Reports may be sorted based on Occurrence Date or Publication Date using the Search Facility below.

ACCIDENT: Urban Air UFM-10 Samba XLA, EI-XLA Birr, Co. Offaly, Ireland 12 June 2013: Report 2014-008

June 25, 2014
SYNOPSIS
 
Shortly after take-off from EIBR the aircraft turned left at approximately 500 ft. It was seen by a witness to descend in an unstable manner and recover following which it continued to descend.  The aircraft impacted an electric utility pole and a hedge before coming to rest in a field at Crinkle, Birr.  Both occupants suffered minor injuries. 
 
While the cause could not be conclusively determined, it is likely that localised atmospheric conditions ahead of a heavy rain cell coupled with low airspeed resulted in loss of lift. 
 
One Safety Recommendation is issued as a result of this Investigation.
 

Incident: Cameron N-105 Balloon, G-SSTI Mountallen, Arigna, Co. Roscommon 24 September 2013: Report 2014-007

June 17, 2014

SYNOPSIS

The basket of the Balloon contacted a 220V AC electricity power line while attempting to land following a short flight. The cables of the power line touched, sparked and broke. The Balloon, which was not damaged during the occurrence, continued across a river and landed successfully shortly afterwards. There were no injuries.

Serious Incident: ATR 72-201, EI-REH on Approach to Kerry Airport, 19 December 2011: Report 2014-006

June 12, 2014
SYNOPSIS
 
While the aircraft was conducting an Instrument Landing System (ILS) approach to Runway (RWY) 26 at EIKY with the autopilot engaged, difficulty was experienced in following the glideslope and the aircraft descended below the glide path. As the aircraft passed over a ridge on the approach the Enhanced Ground Proximity Warning System5 (EGPWS) activated and a go-around was initiated. Following this, a non-precision approach was flown which resulted in a successful landing. During that approach similar problems with the glideslope were experienced.
 
Subsequent examination by the Operator found that the unstable reception of the ILS glideslope signal was caused by a missing reflective strip from the inside of the aircraft’s radome which had been recently repaired.
 

Serious Incident: Diamond Twin Star DA42 MNG, G-COBS & Piper PA31-350, G-FCSL 5NM east of Ireland West Airport Knock, Co. Mayo 22 April 2013: Report 2014-005

June 10, 2014
SYNOPSIS
 
While in the process of conducting separate flights for the calibration of navigation aids at EIKN, the lateral separation between two calibrating aircraft reduced to 0.42 nautical miles (NM) with no vertical separation. One aircraft initiated avoiding action following a Traffic Advisory System (TAS) warning and subsequently declared an AIRPROX. Both aircraft landed without further incident. There were no injuries.
 
A total of five Safety Recommendations have been made as a result of this Investigation.
 
 
 

Serious Incident: Piper PA 34-220T Seneca III, G-BMJO Cork Airport, 19 February 2012: Report 2014-004

June 5, 2014
SYNOPSIS
 
The aircraft was engaged on a Licence Skill Test (LST) at the time of the occurrence. Following navigation and general handling air work, the aircraft positioned back to EICK to carry out some circuits. On the third circuit to Runway (RWY) 25, the aircraft touched down heavily and bounced. This was followed by a series of pilot-induced oscillations resulting in a propeller strike to the left propeller. There were no injuries to the two occupants.
 

Accident: Airbus A320-214, EI-CVA London Flight Information Region 7 September 2012: Report 2014-003

May 27, 2014

SYNOPSIS

While the scheduled passenger flight was in the cruise at Flight Level (FL) 380, the Flight Crew received an initial clearance from Air Traffic Control (ATC) to descend to FL340. However, FL240 was set in the altitude window. During the descent ATC was queried regarding the cleared level and confirmation was obtained that FL340 was the cleared level as the aircraft was approaching FL340. The autopilot was disconnected and a manual control input was made to quickly level the aircraft. As a result of the rapid pitch change, a Cabin Crew Member (CCM), who was stationed in the aft galley area of the aircraft, sustained a broken ankle.

One Safety Recommendation is made to the Operator as a result of this Investigation.

Accident: Vans RV-7A EI-FAD, Kilrush Airfield, Co. Kildare, 14 January 2014: Report 2014-002

May 8, 2014
 
SYNOPSIS
 
Following a flight from Abbeyshrule (EIAB) to EIKH, a visual circuit was made for landing on Runway (RWY) 29. The aircraft landed long and due to reduced braking action on the wet grass surface, overran the runway. It entered soft soil, pitched tail over nose and came to rest inverted. Both occupants were uninjured.

Accident: Fairchild SA 227-BC Metro III, EC-ITP, Cork Airport, 10 February 2011: Report 2014-001

January 28, 2014
SYNOPSIS
 
On 10 February 2011, a Fairchild SA 227-BC Metro III registered EC-ITP, was operating a scheduled commercial air transport flight from Belfast City (EGAC) to Cork (EICK) with 2 Flight Crew members and 10 passengers on board.  At 09.50 hrs during the third attempt to land at EICK in low visibility conditions, control was lost and the aircraft impacted the runway.  The aircraft came to rest inverted in soft ground to the right of the runway surface.  Post impact fires occurred in both engine nacelles which were extinguished by the Airport Fire Service (AFS).  Six persons, including both pilots, were fatally injured.  Four passengers were seriously injured and two received minor injuries.
 
As a result of this Investigation 11 Safety Recommendations have been made.
 
NOTE: The AAIU Final Report into this Accident has now been translated into Spanish by the Spanish Accident Investigation Authority CIAIAC. The translated report is available at the link below. 
 
 

Serious Incident: Boeing 737-800 EI-DHI, Riga Airport, Latvia 7 January 2012: Report 2013-017

December 19, 2013

SYNOPSIS

While descending towards Riga, in poor weather conditions with moderate snow, the indicated airspeed (IAS) readings began to diverge. The Flight Crew decided, following evaluation, that the IAS displayed on the First Officer’s (F/O) side was incorrect. Airspeed disagreement and other warnings then activated. Following completion of checklists an ILS approach to Runway (RWY) 18 was commenced with Air Traffic Control (ATC) actively monitoring the aircraft. During the approach both the autopilot and autothrottle disconnected and the approach was continued hand flown. During the later stages of the approach the stall warning (stick shaker) activated on the F/O’s side and this continued until after the landing.

Subsequent maintenance action found that, although the pitot heater on the F/O’s side had failed due to a short circuit, the pitot heater failure warning had not activated because the design of the warning system may not detect failures of this nature.

As a result of the Investigation, two Safety Recommendations are issued to the aircraft’s Manufacturer regarding the design of the pitot heater failure warning system and the guidance provided to flight crew. A further Safety Recommendations is issued to the Federal Aviation Administration (FAA) regarding the Failure Modes and Effects Analysis (FMEA) of the B737-800.

Serious Incident: ATR 72-201 EI-REH, Cork Airport, 13 May 2012: Report 2013-016

December 3, 2013

SYNOPSIS

EI-REH made an approach to Runway (RWY) 17 at EICK in gusting crosswinds and turbulent conditions. During the landing, initial contact with the runway surface was on the main landing gear wheels with a nose up pitch attitude. The aircraft bounced slightly and simultaneously pitched down sharply. The second contact with the runway was solely on the nose wheels. The Commander immediately initiated a go-around and thereafter a normal approach and landing was made on RWY 17. Subsequently, the nose landing gear was withdrawn from service since the certification basis and design criteria did not foresee such an occurrence.

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