The first officer erroneously replied that the aircraft was 35 nm southeast of the airport. We’d like to come back to Kerry.” The control tower at Kerry Airport was not equipped with radar, and the airport traffic controller asked for a position report.
#LOCALIZER AND GLIDESLOPE CRACKED#
The captain was initiating a right turn to a southeasterly heading, in compliance with the standard instrument departure procedure (SID), when the first officer radioed, “Sir, we have a cracked windshield. All other engine parameters also were normal. He said that he momentarily retarded the left thrust lever to idle, in accordance with quick reference handbook guidance, and the indicated engine vibration level returned to normal. The captain, the pilot flying, told investigators that he then noticed abnormally high readings on the left-engine vibration monitor. The windshield cracked shortly after the aircraft was rotated for takeoff from Runway 08 at 0806 local time. The reported weather conditions at Kerry Airport included calm winds, 8,000 m (5 mi) visibility in rain, scattered clouds at 1,000 ft and a broken ceiling at 1,400 ft, and there was convective activity in the vicinity of the airport. He had 3,200 flight hours, including 200 hours in GIVs. The first officer, 38, held commercial certificates issued by India and by the United States. He had 12,500 flight hours, including 2,600 hours in Gulfstreams, with 1,027 hours in GIV-SPs. airline transport pilot certificate and an authorization by the Directorate General of Civil Aviation in India to fly GIVs. The crew for the incident flight, with an intended destination of London Luton Airport, comprised a contract pilot serving as captain and a company pilot serving as first officer. The GIV, built in 1999, was operated in the United States until it was registered by a private company in India in 2008.
In its final report, the Irish Air Accident Investigation Unit (AAIU) said that the probable cause of the serious incident - which occurred at (County) Kerry Airport (EIKY) in Killarney the morning of Jwas that “the crew suffered a serious loss of navigational and situational awareness while attempting to return to EIKY following a windshield fracture encountered shortly after takeoff.” The report said that the following were contributing factors: 1 engine that likely occurred after the aircraft was landed. Neither the pilots nor their lone passenger was injured, but damage to the aircraft was substantial, not only from the cracked windshield but from foreign object damage to the no. The aircraft was 702 ft above the ground and headed toward the highest mountains in the country when the crew responded to warnings from ATC and from the on-board enhanced ground-proximity warning system (EGPWS).Īfter climbing - and experiencing further navigational difficulties - the crew landed the GIV. The crew then deviated from the instructions they had received from air traffic control (ATC) and initiated a rapid descent while tracking the false signal. As a result, the autopilot captured a false localizer signal. The aircraft was outside the localizer coverage area when the crew armed the autopilot approach mode. The flight crew initiated an emergency return to an Irish airport after the Gulfstream IV-SP’s windshield cracked on takeoff in instrument meteorological conditions.
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