aircraft crash in Stord, Norway
Join Date: Jul 2006
Location: scandi
Posts: 5
Likes: 0
Received 0 Likes
on
0 Posts
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.
"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
Join Date: Feb 2005
Location: Sweden
Age: 77
Posts: 37
Likes: 0
Received 0 Likes
on
0 Posts
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.
This "captain" Otto Lagarhus runs a cosultant company and must be desperate for attention and clients.
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.
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.
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.
Join Date: Apr 2000
Location: FL, USA
Posts: 357
Likes: 0
Received 0 Likes
on
0 Posts
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...
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...
Join Date: Aug 2000
Posts: 1,501
Likes: 0
Received 0 Likes
on
0 Posts
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.
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.
Join Date: Aug 2000
Posts: 1,501
Likes: 0
Received 0 Likes
on
0 Posts
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.
Apart from not being crushed to death, I think this was one of the major reasons why so many survived.
Join Date: Apr 2000
Location: FL, USA
Posts: 357
Likes: 0
Received 0 Likes
on
0 Posts
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.
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.
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?
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?
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.
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.
Join Date: Jun 2000
Posts: 159
Likes: 0
Received 0 Likes
on
0 Posts
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.
Join Date: Mar 2006
Location: Oslo, Norway
Age: 63
Posts: 500
Likes: 0
Received 0 Likes
on
0 Posts
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
- you can read about mr. Lagarhus herehttp://www.lac.no/prescv.htm
Join Date: Oct 2001
Location: Norway, Stavanger
Age: 44
Posts: 44
Likes: 0
Received 0 Likes
on
0 Posts
"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."
Join Date: Nov 2001
Location: western europe
Posts: 1,367
Likes: 0
Received 0 Likes
on
0 Posts
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
- you can read about mr. Lagarhus herehttp://www.lac.no/prescv.htm