Approach and Initial Descent
The flight departed Dublin at 1814 hrs for Sheffield. The crew obtained ATIS 'Information Hotel' (1820 hrs) reporting surface wind variable 3 kt, visibility 4000 m in rain and snow, scattered clouds at 1200 ft, broken at 3000 ft, temperature/dew point +1°C, QNH 989 hPa. Descent was initiated, and at 10 nm from the airport, the crew received updated ATIS 'Information India' with no significant changes. The aircraft was cleared for the ILS/DME approach to Runway 28. Decision height was 400 ft.
Final Approach
During the ILS approach, the commander's flight director warning flag briefly appeared but did not recur. De-ice boots, selected on during initial descent due to light icing, were turned off at 5 nm when OAT was +5°C (actual +2°C). At 1918:11 hrs the crew reported established on the localiser. Flaps were set to 15° upon glidepath interception. The handling pilot noted a slightly higher descent rate initially, suspecting a tailwind, but it normalised by 4 nm. Propellers were set to maximum rpm at 1200 ft agl. Cleared to land inside 4 nm, the crew was advised wind variable 2 kt and wet runway. Both pilots saw runway lights near 400 ft; flaps were selected to 30°.
Landing and Aftermath
Both pilots believed airspeed was satisfactory, but as the commander checked back on the control column, the rate of descent increased noticeably, resulting in a firm landing. Two witnesses (tower controller and terminal witness) saw the aircraft at about 400 ft, appearing faster than normal. They observed a hard impact with left wing low, a loud noise, then a bounce, a nose-wheel-first second impact, and another bounce. Flight data indicate the aircraft lifted no more than 8 ft before settling on the runway. It travelled halfway, slewed left, and came to rest on grass with the left wing tip touching. The tower controller activated fire and rescue services; all passengers evacuated by 1925 hrs.
Investigation Findings
The CVR indicated professional conduct until the final approach. Three seconds before touchdown, propeller blade angles changed from flight to ground range, coincident with sounds of 'disking' and a deceleration/vertical acceleration. Engineering confirmed proper propeller control rigging. Selection of ground fine requires releasing a flight idle baulk and moving propeller levers further back, a motor skill in daily operations. It is possible the handling pilot unintentionally selected ground fine while airborne.