On October 3, 2025, a Ryanair flight, FR3418, en route from Pisa to Glasgow-Prestwick, faced significant challenges due to adverse weather conditions. The Boeing 737-800, registered 9H-QBD and operated by Malta Air for Ryanair, had to interrupt three landing attempts in Scotland before finally diverting to Manchester. The UK Air Accidents Investigation Branch (AAIB) later classified the event as a "serious incident" in its report published on September 24, 2026. The flight carried 171 passengers and six crew members, with no injuries or damage to the aircraft reported. The pilots had anticipated disruptions caused by storm Amy on their route to Scotland and had loaded extra fuel before departure from Pisa. However, upon arrival at Glasgow-Prestwick, a wind shear alert was triggered during the first approach. Wind shear refers to sudden changes in wind speed or direction, which can be extremely dangerous for aircraft during takeoff or landing. The crew followed procedures to move away from the danger and then increased engine power. After waiting and observing that another aircraft had successfully landed, they attempted a second approach. A new alert sounded at approximately 15 meters above the ground, prompting them to interrupt the landing again. According to Ryanair procedures, a third approach at Glasgow-Prestwick is not allowed after two throttle-ups related to wind shear. The crew then requested to divert to Manchester, where the weather conditions were more favorable. However, their first diversion request was not accepted, and no explanation was provided to the pilots. They proceeded to Edinburgh, where a third wind shear alert forced them to abandon landing once again. With 2,164 kg of fuel remaining after throttling up at Edinburgh, the pilots estimated that diverting to Manchester would cause them to land below the final fuel reserve required for the flight, which was set at 1,101 kg. They then declared a fuel emergency—"mayday mayday mayday fuel"—and obtained permission to proceed to Manchester. The aircraft landed at 19 hours 51 minutes 30 seconds UTC with only 363 kg of jet fuel in the tanks, equivalent to "nine minutes of flight." The AAIB report noted that it would likely have been impossible to perform a new throttle-up with the remaining quantity. The "nine minutes of flight" estimate is only a rough calculation, as fuel consumption during previous throttle-up maneuvers had been significantly higher. The AAIB concluded that the first request to divert to Manchester should have been accepted according to the procedures in place at the time. However, the investigators were unable to determine precisely how the decision to refuse the diversion was made. They mentioned a breakdown in communication between services within the airport. The refusal led the aircraft to continue to Edinburgh, where the third missed approach further reduced its fuel margin. Following the incident, Manchester Airport reminded its staff that diversion requests must be accepted when capacity allows, emphasizing that the decision to accept or deny such requests rests with airport operations, not the company responsible for ground handling.