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16.00 (Annex B attached) and at 16.16 (Annex C attached).
1.7.10 Shortly after landing, the aircraft reported to ATC that it had encountered
wind shear at touchdown. However while taxiing, the crew, in further
discussion with ATC, reported that they had encountered a variable
headwind of 47 kts.
1.7.11 Three other aircraft landed at Shannon in the hour before JY-AGK. The
closest aircraft to JY-AGK landed 15 minutes before JY-AGK. None of
these aircraft, or any subsequent aircraft, reported wind-shear or any other
problems.
1.7.12 Met Eireann subsequently provided the following data relating to wind
direction and speed, at various altitudes as follows :
At 1000 ft Cannot be estimated with any accuracy.
At 2000 ft 33030 kt (true bearings)
At 3000 ft 33025 kt.
At 4000 ft 33028 kt.
At 5000 ft 33030-35 kt.
1.7.13 In response to AAIU queries in relation to wind shear, low-level
turbulence and Cb downdraughts, Met Eireann provided the following:
“Wind Shear:
The wind at the surface was 2 to 5 knots and at 2000 feet was 30 knots.
This could be expected to generate wind shear, but not of an intensity
sufficient to justify the issue of an aerodrome warning.
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Low-Level Turbulence:
A gradient of 30kt would generate low-level turbulence, but of light to
moderate intensity at most. Thus this pressure gradient was not sufficient
to justify the issue of a SIGMET for severe low-level turbulence.
Cb Downdraughts:
There was Cb activity in the vicinity of the aerodrome at the time of the
incident, as indicated by radar analysis and the METAR report for 1600
UTC. However, the shower activity from these Cb's was registered by
radar at a maximum of 3.7 mm/hour, a rate sufficient to produce light to
moderate showers. Such showers would not be expected to produce severe
downdraughts. This contention is supported by the fact that no gusts were
reported in the METARs around the time of the incident.”
1.8 Aids to Navigation
Shannon Airport is a fully equipped international airport. Runway 06 is
equipped with a Category I ILS.
1.9 Communications
1.9.1 A copy of the relevant transmissions on Shannon Approach and Tower
frequencies was obtained and a transcript was produced.
1.10 Aerodrome Information
1.10.1 Shannon Airport is a Category 9 Airfield. Runway 06 is 3,199 meters long
and 45 meters wide, with an available landing distance of 3,099 metres.
The runway threshold is 47 ft AMSL.
1.10.2 Shannon Airport is equipped with weather radar. The recorded pictures for
the time of the event are shown in Annex B and C. These copies are taken
from the archived radar recordings, which are stored at low resolution. The
high resolution copies are not available, as a request to store them in this
format was not made immediately after the event, due to the nonnotification
of the details of the event to the AAIU.
1.10.3 There have been reports from aircraft that turbulence and/or wind shear,
due to local effects, has been experience on approach to Runway 24 when
the wind direction lies in the sector from 260° to 320° with wind speeds
greater than 15 kts. This has been identified by the IAA in December 1996
and issued as a write-in amendment to the Aeronautical Information
Publication (AIP) Ireland in 1997. It was incorporated into the revised
Instrument Approach chart in March 2001, with the following note:
“Caution: Turbulence and/or wind shear may be experienced on approach
to RWY 24 when wind direction lies in the sector from 260° - 320°T
(clockwise) with wind speeds > 15 kts”.
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It is widely believed that the source of this turbulence and/or wind shear is
a large structure built 400 metres to the north of Runway 24 about 1991.
This structure is located 2,300 metres after the threshold of Runway 06.
1.10.4 Shannon Airport is not equipped with wind shear detection radar or other
wind shear detection equipment.
1.11 Flight Recorders
1.11.1 Cockpit Voice Recorder
1.11.1.1 The aircraft was fitted with a Fairchild A100 CVR.
1.11.1.2 Following the taking of controls by the PIC, a number of calls which
would normally be made by the Pilot-Not-Flying (PNF), the role now
being filled by the F/O, were not made.
1.11.1.3 The CVR transcript shows that during the roll-out the F/O reported to the
Tower, on the instructions of the PIC, that they had encountered wind
shear on the approach. The PIC then instructed the F/O to correct this to
wind shear on touch down. During subsequent discussion between the
Tower and aircraft, the aircraft reported that it had encountered a variable
headwind of 47 kts. When further queried by the Tower, the PIC instructed
　
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