AAIU Reports
Serious Incident: AS 350B, G-JESI, Dunkerrin, Co Offaly, 23 September 2006: Report No 2007-027
SYNOPSIS
During “hot refuellingâ€[1] the Pilot observed a slight rise in his fuel gauge to 20% fuel before it stopped increasing. In the belief that his gauge was faulty, the Pilot requested, over his radio, that the refueller operator continue refuelling up to 300 litres. The Pilot then signed the presented fuel docket for 302 litres and re-positioned his helicopter to the parking area. Later that day, G–JESI took off from the K Club at 18.35 hrs (L) with 4 passengers onboard for the intended return flight to Adare, Co Limerick. At approximately 19.10 hrs (L), the Pilot became concerned about his fuel state and, following a slight engine surge, made a precautionary landing in a farm field near the village of Dunkerrin, on the Offaly/Tipperary border.
Both Pilot and passengers exited the aircraft safely. An examination of the helicopter the following morning by an Inspector of Air Accidents determined that the fuel tank contained a total of 6.5 litres of fuel. Furthermore there was no evidence of the helicopter having suffered a leak and no fuel staining was evident on the ground. There was no damage.
It was later determined by the Investigation that the helicopter fuel gauge was fully serviceable and that no leak had occurred through the entire fuel system. The Investigation notes that only 2 % of the fuel requested by the Pilot (approximately 10 litres of 302 litres) was apparently uploaded during the hot refuelling at the K Club but the Investigation was unable to reconcile this serious anomaly.
[1] Hot refuelling is a term used to describe a refuelling operation, which is conducted while the engine and rotors are running and the Pilot remains on the controls.
Incident: ATR 42, EI-CVS, Enroute Kerry to Dublin, 1 November 2006: Report No 2007-026
SYNOPSIS
The aircraft had taken off from Farranfore Airport, Co. Kerry and was in the climb when the port engine (No.1) Inter Turbine Temperature (ITT) exceded 1200°C. The Captain immediately shut down that engine and made a “Mayday†call. He decided to divert to Shannon Airport where full emergency procedures were implemented. The aircraft landed safely at 15.11 hrs and proceeded to Taxiway A where the passengers disembarked in the normal way
Incident: Schleicher, ASK-16, EI-AYR, Kilrush Airfield, Co Kildare, 10 September 2007: Report No 2007-025
SYNOPSIS
When landing the gear was not extended and a wheels-up landing ensued. Minor damage resulted. There was no injury or fire.
Incident: Urban-Air UFM10 Samba, OK-GUA24, Clonbullogue Airfield, Co Offaly, 1st September 2007: Report No 2007-024
SYNOPSIS
The aircraft, following landing, damaged its nose gear and propeller during an off-runway excursion. There was no injury or fire.
Accident: Luscombe 8A, N2837K, Navan Airfield, 7 May 2006: Report No 2007-023
SYNOPSIS
While making an approach to a private grass airfield in Navan, the Pilot experienced a 5 mph drop in his normal approach airspeed and the aircraft drifted left of centerline. The nose was lowered and full power was applied, however, this action failed to recover the situation. The aircraft struck a wooden post, touched down in a field, and then impacted into a ditch, which was located left abeam the threshold of the easterly runway (RWY 09). Both occupants self evacuated from the aircraft without injury. There was no fire.
Accident: Robinson R44 RAVEN (11), G-OSJL, Near Maynooth, Co Kildare, 15 July 2007: Report No 2007-022
SYNOPSIS
Following an approach to land and hover, an un-intentional rearward movement caused the tail rotor guard to strike the ground. The helicopter landed back on, but as a result of the impact, the tail rotor and vertical fin sheared off. There were no injuries.
Accident: Luton LA, 4A Minor, G-AWMN, Kilrush Airfield, Co Kildare, 29 July 2007: Report No 2007-021
SYNOPSIS
The pilot intended carrying out some circuit training in his newly acquired Luton Minor aircraft at Kilrush airfield. It was his second flight of the day. On approach to land, the aircraft bounced and, as the pilot initiated a go-around, the aircraft struck an ESB power line with the tail wheel. This caused the aircraft to spin down onto the main Kilcullen to Athy road. While there was a heavy vertical impact, with subsequent serious aircraft damage, the pilot exited the aircraft uninjured. There was no fire. The Gardaà and Fire services were quickly on the scene and the road remained closed to traffic for over three hours.
Incident: (Supplementary Report) Eurocopter, AS 350, G-JESI, Dunkerrin, Co Offaly, 23 Sep 2006: Report No 2007-020
Serious Incident: (Preliminary Report) Mc Donnell Douglas Corporation, DC 9-83 (MD-83), G-FLTM, Dublin Airport, 16 August 2007: Report No 2007-019
Serious Incident: Airbus A330-202, EI-DAA, 35 degrees West Longitude, 2 January 2006: Report No 2007-018
SYNOPSIS
EI-DAA was cruising at FL 380 in smooth conditions with no turbulence reported. During the cruise, at 35° West Longitude, the aircraft received several severe jolts, which caused the autopilot to disengage. The Captain immediately took control of the aircraft. The seat belt sign had not been switched on before the encounter, but was switched on immediately the turbulence started. For approximately one minute the aircraft experienced moderate turbulence, with the aircraft flown in manual control. When the turbulence eased the autopilot was re-engaged. The Cabin Manager advised the Captain that six crewmembers were injured during the turbulence. On arrival into JFK, five of the injured crewmembers were taken to see the company doctor. The injuries to the Cabin Crew were not considered serious. Seven of the crewmembers operated back to Dublin the following day and the remaining three positioned home on the same flight.