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to Manchester Airport, but the request was not accepted and the aircraft diverted to Edinburgh Airport. Following a further windshear escape manoeuvre at Edinburgh, the crew declared an emergency and diverted to Manchester where they landed with a fuel quantityOpen final report at PDF page 1AAIB final report: 9H-QBD
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Prestwick was initially uneventful. Weather data for Manchester, Prestwick, Glasgow and Edinburgh airports were collected in ample time, and the pilots discussed the weather conditions and the windshear escape procedure as part of their arrival briefing. There were no delaOpen final report at PDF page 2AAIB final report: 9H-QBD
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was given as to why the request had been refused. The pilots obtained the weather for Edinburgh Airport via ATC which reported strong winds but no windshear, although there had been some aircraft go-arounds earlier. The nearest alternative airport wasOpen final report at PDF page 3AAIB final report: 9H-QBD
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period was the same as Prestwick, with a maximum gust of 55 kt reported at 1750 hrs. Edinburgh, which is further east, also forecast strong south-westerly winds, 28 kt and gusts of 48 kt. Edinburgh experienced a maximum gust ofOpen final report at PDF page 5AAIB final report: 9H-QBD
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1,093 kg second approach Second go-around 3,515 kg Minimum 2,707 kg 808 kg Diversion to Edinburgh Edinburgh (1,067 kg) + Depart TRN on Final Reserve Fuel 2,900 kg 732 kg diversion (1,101 kg) Minimum 2,168 kg Commence third Final ReserveOpen final report at PDF page 9AAIB final report: 9H-QBD
Printed page label not indexed. PDF page 10.
AAIB Bulletin: 9H-QBD AAIB-31283 When they were en route to Edinburgh, the commander stated that the minimum fuel was now the final reserve fuel of 1,101 kg. He stated that 1,400 kg would be used to declare minimum fuel. FollowingOpen final report at PDF page 10AAIB final report: 9H-QBD