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aircraft crash in Stord, Norway

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aircraft crash in Stord, Norway

Old 14th Oct 2006, 18:14
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Thumbs down Otto Lagarhus desperate for attention and clients

From boarding.no:

"Et av de store spørsmålene etter flyulykken på Stord Lufthamn er :
- Hvorfor ble ikke motorene stanset etter utforkjørselen ? Prosedyrene sier at drivstofftilførselen skal kuttes med en gang noe går galt. Motorene på ulykkesflyet på Stord fortsatte å gå i flere minutter etter utforkjøringen. Det kan ha vært årsaken til den fatale brannen.
- Jeg stusset på at motorene på ulykkesflyet fortsatt var i gang etter krasjet, sier flykaptein Otto Lagarhus til Stavanger Aftenblad.
Den tidligere Luftfartsdirektøren sier at stenging av drivstofftilførselen er noe av det første en pilot skal gjøre når det går galt - og i alle tilfeller før man forlater cockpiten. "

The very short version is he says it is standard procedure to shut down the engines when something goes wrong, here the engines was left running, which may have started the fatal fire.


This "captain" Otto Lagarhus runs a cosultant company and must be desperate for attention and clients.

Last edited by Blueandyellowflier; 14th Oct 2006 at 18:35. Reason: Translation added
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Old 14th Oct 2006, 23:17
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Nice to know: Lagarhus was temporary Director General of the (Norwegian) CAA 1 February 2005 - 1 May 2006.
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Old 15th Oct 2006, 13:30
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The very short version is he says it is standard procedure to shut down the engines when something goes wrong, here the engines was left running, which may have started the fatal fire.


This "captain" Otto Lagarhus runs a cosultant company and must be desperate for attention and clients.
It's easy said sitting behind a desk.
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Old 15th Oct 2006, 14:22
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Able to Shutdown Engines???

After falling over a cliff and distorting the fuselage so much that three of four exits were inop, it would not surprise me if the engine control runs (mechanical and electrical) would have been seized or severed.
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Old 15th Oct 2006, 18:24
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I would have thought that it was highly probable that the structural damage was such that all controls to the engines could well have ceased to exist but such a possibility would never occur to the clever sods who post on pprune nowadays (usually with no knowledge of what they are talking about).

One of my friends ended up partially in Boston harbour with a DC-10 some years ago (it wasn't his fault) and the No.2 engine got stuck in full reverse and could not be shut down.

Douglas had always considered this to be impossible because the No.2 engine fuel supply was delivered by electric pumps but the impossible happened.
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Old 15th Oct 2006, 19:12
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Same thing happened with the Pan Am 747 at Tenerife too...
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Old 15th Oct 2006, 19:27
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JW411 - couldn't agree more....some of the postings on here just beggar description

Jeez - I've had an undamaged engine refuse to shut down on a JP when its control runs came off the cam....

I believe the 146 has only mechanical connections to the FCU on the engine - as I recall the only electronic connection was to the TMS, which had a limited authority actuator on the FCU. Don't know about later versions of the ALF507, though...
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Old 15th Oct 2006, 19:35
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I believe it was an RJ which means it also has FADEC.
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Old 15th Oct 2006, 19:39
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Capt Otto Lagarhus needs to be put in his car and told to drive off a cliff at speed, then to shut down the engine when he comes down....

Good luck, old bean....
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Old 15th Oct 2006, 20:49
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Mods, how about deleting the last few posts?

Sometimes I really wonder what kind of people frequent these pages?

Captain Lagarhus only states the obvious, it is SOP to pull the fire handles when accidents like these happen, but he declines to comment on what happened in this case.
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Old 15th Oct 2006, 21:11
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Regarding the survival rate; most (all?) passengers on board this flight were oil workers and probably well trained in emergencies, evaquations, etc.
Apart from not being crushed to death, I think this was one of the major reasons why so many survived.
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Old 15th Oct 2006, 22:14
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Manada: "...accidents like these..." (ie: falling off a cliff) don't really have SOP's, there is nothing "Standard" or "procedural" about this sort of impact: hence Capt Otto's comment seems superfluous to me. Evacuation checklists may or may not have been run in this case - I've no idea - but if the crew just scrambled out, well, no foul in my book; probably in severe shock, anyway. Sounds like the jet caught fire immediately on impact and checklists might have been a waste of time...a cockpit full of smoke and 'off'-flags and a 60-degree list to port makes SOP's tricky.

The last thing on my mind falling off a cliff would be running the evac checklist and pulling the T-handles. 'Self-Preservation' checklist springs to mind...

A runway overrun onto flat ground in the sim is a whole different matter - nice to think I'd do it for real in this case, but I've not fallen down a hill in a jet, thank heavens.

I don't see the need to delete posts discussing engine controls on the 146 or the RJ, frankly, nor the need for the vomit smilie.
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Old 16th Oct 2006, 04:51
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Thumbs up

PEI 3721: That appears to be amazing, especially for an aircraft with a high wing.
The fuselage and landing gear must absorb much, if not most of the energy during deceleration in a crash landing or other high-speed impact.

On the other hand, maybe this can also mean less chance of a wing fire?
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Old 16th Oct 2006, 05:12
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Danger

M609:

You mentioned "...nails in the coffin..", or such.

A reminder here about US-style bureaucrats.

The only time that the US FAA, also known as the 'Tombstone Agency' , reacts to an accident and then allows vital changes (i.e. requiring that a standby/reserve crewmember have an 8-hour period in each 24-hour period free from duty or phone calls) in the regulations to take place, is after a lot of people die in an airplane. For example, after the tragedy at Little Rock, Arkanasas (MD-83), the FAA decided to limit the duty periods of pilots. But if they go from flying freight or people to flying an empty aircraft, the duty rules do not apply. The known (to the FAA , BEFORE the crash at Roselawn, IN) problems with the ATR-42's wing de-icing boots etc are just one more example.

This will and has not happened when a freight airplane crashes etc, even though the primary cause for the DC-8 accident at Guantanamo Bay, Cuba was largely a result of a very long standby period with no rest before the flight. This was the NTSB's conclusion, and the first time that it stated that crew fatigue was the cause.
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Old 16th Oct 2006, 20:30
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I.O., you'll find that the boys from the FAA are downright friendly, helpful, on the ball, courteous, insightfull - I could go on - when compared to their counterparts in other parts of the world.
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Old 16th Oct 2006, 23:47
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For those of you not familiar with the aviation industry on the civilized side of the pond - you can read about mr. Lagarhus here
http://www.lac.no/prescv.htm
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Old 17th Oct 2006, 09:54
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So he was Director General of Norwegian CAA and president of aviation consultancy company at the same time?
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Old 17th Oct 2006, 10:24
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Originally Posted by CargoOne
So he was Director General of Norwegian CAA and president of aviation consultancy company at the same time?
Nope, http://www.lac.no/newspage.html
"The news items have been only occasionally updated during the last 18 months, due to the fact that the editor, Captain Otto Lagarhus, was appointed by to the position of Director General Civil Aviation, and Head of the CAA of Norway. This as a special assignment by the Norwegian Minister of Transport. As a consequence, he was prevented from working with other aviation activities."
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Old 17th Oct 2006, 10:36
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For those of you not familiar with the aviation industry on the civilized side of the pond - you can read about mr. Lagarhus here
http://www.lac.no/prescv.htm
It would seem to me that one would have to go a long way to find someone of such distinguished service to the world of Aviation .......

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Old 17th Oct 2006, 11:17
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Reported today that the spoilers did not deploy on landing.
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