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Printed page label not indexed. PDF page 1.
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
Printed page label not indexed. PDF page 14.
flight continued and, at 1908:26 hrs, the aircraft was cleared to land on Runway 24 at Edinburgh Airport. At 1909:36 hrs, the FDR and CVR recorded a third Windshear Warning at just under 5 nm from the Runway, at 745Open final report at PDF page 14AAIB final report: 9H-QBD
Printed page label not indexed. PDF page 12.
with the windshear warnings. In addition, RTF recordings were provided by Prestwick, Edinburgh and Manchester Airports. All data sources were combined to create a timeline of events. Just before taxiing to the runway in Pisa, the combined fuel from theOpen final report at PDF page 12AAIB final report: 9H-QBD
Printed page label not indexed. PDF page 16.
that an emergency could have been declared if the crew was concerned that landing at Edinburgh would not have been assured because of windshear. However, the crew based their decision to divert to Edinburgh on a weather report that didOpen final report at PDF page 16AAIB final report: 9H-QBD