The angles of bank then gradually decreased. This alternate left and right rolling motion continued with the angles of bank increasing for some 30 seconds, causing the commander to believe that the aircraft might roll right over onto its back.
With the application of corrective aileron and rudder the aircraft rolled rapidly right, well beyond the wings level position. The last meteorological information passed to the crew gave the wind as 060 degrees /15 kt, however, over the previous hour the wind speed in the area, although not automatically recorded at the airport, is reported as gusting up to 30 kt.Īs the aircraft descended through about 1000 feet, it suddenly rolled very sharply to the left without apparent cause. The crew state that up to this point they had neither experienced any significant turbulence nor observed any ice forming on the aircraft. A normal approach was established and continued, past the outer marker beacon situated at 3.9 nm from touchdown, down to around 1000 feet above the runway threshold height. Having levelled at 3000 feet, still in and out of cloud, the aircraft was directed by radar to intercept the ILS and was fully established on the glideslope and centreline by 10 nm, at which point the final descent was initiated. Nevertheless, several other flights during that evening have since reported the occurrence of severe icing. Both pilots state that, at some time during the descent, they visually checked the aircraft for ice but saw none. Whilst in the cloud, which according to the non-handling pilot was particularly dense, ice thrown from the propellers was heard striking the side of the aircraft fuselage, and it was suggested that the propeller rpm be increased to expedite the removal of the ice. At this time, the freezing level (0☌ isotherm) was at 1000 feet, the temperature at FL 60 was minus 6☌ and the air was saturated.
During the descent and before entering the cloud tops at about FL60, the crew switched on the aircraft's anti-ice system, which heats the windscreen, engine air intakes, propellers, static air vents and pitot probes but, in accordance with normal operating procedure, they did not use the wing and tail de-icing system. Following an uneventful flight, via Wallasey, to the NDB at Whitegate, they were taken under radar control directly towards the airport and given descent clearance, eventually to 3000 feet, to intercept the ILS approach path for runway 09. The crew report that they exercised the wing and tail de-icing system during the climb to FL 90, the level which had been assigned for the flight, and that at that level they were above the layers of stratiform cloud. The terminal area forecast for East Midlands suggested a brisk north-easterly wind and a cloud base of 1200 feet. There had also been a pilot's report of severe icing between F元0 and FL70 in the Birmingham area, some 30 nm south-west of East Midlands Airport. The en-route weather was reported as being overcast for the whole journey, with cloud tops at FL70 and a probability of icing when flying in the cloud. The Shorts 360 aircraft was scheduled to fly from Dublin (DUB) to East Midlands Airport (EMA) as Aer Lingus flight 328.ĭuring the pre-flight briefing the crew learned that at East Midlands the precision radar was unserviceable and that, although the visual approach slope indicators (VASI) had been withdrawn, the precision approach path indicators (PAPI) were operational.
Accident investigation report completed and information capturedģ,5 km (2.2 mls) W of East Midlands Airport (EMA) ( United Kingdom)Įast Midlands Airport (EMA/EGNX), United Kingdom
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