Aircraft and Flight Information
The aircraft involved was an ATR 72-212, registered EI-SLM (serial number 413), operated by Aer Arann on a scheduled public transport flight (EI3601/REA61MA) from Manchester Airport (EGCC) to Shannon Airport (EINN). On board were 4 crew and 21 passengers; no injuries were reported.
History of the Flight
On 17 July 2011 at 09:21 UTC, the aircraft arrived 15 nautical miles northeast of Shannon and positioned for an ILS approach to Runway 24. The Shannon Approach Charts caution about turbulence and windshear on approach to RWY 24 when wind direction is between 260°-320° with wind speeds above 15 knots. The flight crew received wind information from ATC; the strongest reported wind was 310°/24 knots gusting 32 knots. The captain, as handling pilot, aimed to touch down at the end of the touchdown zone to avoid turbulence. The flight data recorder (FDR) indicated an extended flare with varying engine torque. The pilot stated difficulty in settling the aircraft and applied forward control column input to land, resulting in a nose-down pitch of 8° and a 1.7G spike. The aircraft bounced and the pilot initiated a go-around with normal flight control indications; no warning tones sounded.
The aircraft was vectored for a second ILS approach. The pilot aimed for the middle of the touchdown zone. FDR data showed multiple bounces, with the final touchdown at 8° nose-down and a 2.3G spike, after which the Blue hydraulic system lost pressure. The nose wheel collapsed, and the nose scraped along the runway. The aircraft veered left, struck a runway sign with the left propeller (damaging one blade), and came to a stop on the grass left of Taxiway Alpha, 1,200 metres from initial impact marks. The flight crew lost directional control due to inoperative nose wheel steering and a jammed rudder. They were unable to shut down engines via condition levers and used fire handles instead. No emergency evacuation was initially ordered, but cabin crew detected a burning smell and evacuated four passengers via rear airstairs before airport fire services arrived.
Weather and Crosswind Limitations
ATIS information reported wind 300°/20 knots gusting 32 knots, with moderate turbulence. The operator's crosswind limit for a damp runway was 30 knots, with gusts disregarded; the maximum mean wind during approach was 24 knots, resulting in a crosswind component of 22.5 knots. The aircraft's demonstrated maximum crosswind is 35 knots on a dry runway.
Damage and Inspection
Inspection revealed the nose undercarriage leg had retracted rearwards into the fuselage, causing structural damage under the cockpit, restricting rudder pedal movement and engine condition levers. The right nose wheel axle failed in single-event overload; the wheel separated and was found on the grass. Hydraulic pipelines ruptured. The drag brace attachment eye suffered plastic deformation and fracture surfaces were abraded on the runway. Both nose tyres burst. Additional debris impact damage was noted on the right fuselage and propeller.
Additional Information
The investigation recovered the FDR and cockpit voice recorder on the day of the accident; analysis continued. No failures of airframe, systems, or engines were identified prior to the final landing. The investigation noted that the operator's procedures did not require gust components to be considered in crosswind limits, nor did they factor forecast turbulence into crosswind limitations for RWY 24 at Shannon.