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Atlantic Airways Flight 670
Atlantic Airways Flight 670 was a crash following a runway overrun of a British Aerospace 146-200A at 07:32 on 10 October 2006 at Stord Airport, Sørstokken, Norway. The aircraft's spoilers failed to deploy, causing inefficient braking. The Atlantic Airways aircraft fell down the steep cliff at the end of the runway at slow speed and burst into flames, killing four of sixteen people on board.
The flight was chartered by Aker Kværner from Stavanger Airport, Sola via Sørstokken to transport its employees from there and Stord to Molde Airport, Årø. An investigation was carried out by the Accident Investigation Board Norway (AIBN). It was not able to find the underlying cause of the spoiler malfunction. However, it found that, when the captain selected the emergency braking, the anti-lock braking system was disabled. This selection caused the brakes to completely lock, resulting in reverted rubber hydroplaning, a condition in which the tires became extremely hot due to frictional forces, and the water on the damp runway surface evaporated to steam, effectively causing the tires to float on a cushion of steam over the runway surface, greatly reducing braking action. This situation was made worse with a minimal runway end safety area and lack of grooves in the runway surface.
Flight 670 was a regular, chartered morning return flight for Aker Kværner to transport its employees from Stavanger Airport, Sola and Stord Airport, Sørstokken to Molde Airport, Årø on 10 October 2006. The aircraft had landed at Sola at 23:30 the day before and a 48 flying hour scheduled inspection was carried out during the night and completed at 05:00. The flight departed Sola at 07:15, just after schedule, with twelve passengers and a flight crew of four. The pilot in command, 34-year-old Niklas Djurhuus, was pilot flying (PF), while the first officer, 38-year-old Jakob Evald, was pilot monitoring (PM). The pilots had flown in as passengers on an Atlantic Airways flight to Stavanger the evening before. The commander had carried out twenty-one landings at Sørstokken previously. The weather was reported as wind speed of 3 metres per second (5.8 kn; 11 km/h; 6.7 mph), a few clouds at 750 metres (2,460 ft) altitude, visibility exceeding 10 kilometres (6 mi; 5 nmi) and air pressure (QNH) of 1,021 hectopascals (102.1 kPa; 14.81 psi).
The aircraft was a British Aerospace 146-200 (BAe 146), serial number E2075, registered OY-CRG, first flown in 1987 and originally sold to Pacific Southwest Airlines, in the United States. Six months later it was sold to Atlantic Airways as the first of this type in its fleet. The last inspection was carried out on 25 September 2006, 2 weeks before the accident. At the time of the accident, the aircraft had flown more than 30,000 hours and about 22,000 cycles.
The BAe 146 is a jetliner specifically designed for short runway operations. Equipped with four Avco Lycoming ALF502R-5 geared turbofan engines, the aircraft is designed for flat landings, where the main and nose landing gears hit the runway nearly simultaneously. It has powerful wheel-brakes and airbrakes, with large spoilers to dump lift immediately on touchdown, but lacks thrust reversers.
Stord Airport, Sørstokken is a municipal, regional airport located on the peninsula of Sørstokken on the island of Stord at an elevation of 49 metres (161 ft). The runway, aligned 14/32 (roughly north-north-west and south-south-east) is 1,460 metres (4,790 ft) long and 30 metres (98 ft) wide. It has thresholds 130 metres (430 ft) on each end and a landing distance available of 1,200 metres (3,900 ft). At both ends of the runway the ground slopes steeply downwards. This was sufficient safety area according to requirements at the time of the airport's construction, but the requirements had been changed by the time of the accident. The runway was presumed to be damp at the time of the accident, although such information was not relayed to the pilots.
Atlantic Airways is the national airline of the Faroe Islands and was at the time owned by the Government of the Faroe Islands. OY-CRG was one of five BAe 146s in Atlantic Airways' fleet at the time of the accident. The airline was flying a long-term charter contract with for Aker Kværner, who was participating in the construction of the gas field Ormen Lange in the vicinity of Molde. The contract involved regular flights between Stavanger Airport, Sola via Stord Airport, Sørstokken to Molde Airport, Årø and return five times each week. The company also flew to Alta Airport from Stavanger and Stord in relation to the construction of Snøhvit. To allow full take-off weight for the latter service, Atlantic Airways applied the Civil Aviation Authority of Norway on 18 February 2005 for permission to use a longer take-off distance at Sørstokken. This was rejected because the airport's limits were already below international minimum recommendations.
Flight 670 contacted Flesland Approach at 07:23, stating that they would land on runway 15 and that they would carry out a visual approach. Flesland approach cleared the aircraft for a descent to 1,200 metres (3,900 ft) at 07:24. The aircraft left controlled airspace at 07:27, at which time the aerodrome flight information service (AFIS) at Sørstokken had visual sight of the aircraft. The pilots decided to land at runway 32 as it would give a faster approach. The flaps were extended to 33 degrees at 07:31:12, reducing ground speed from 150 to 130 knots (280 to 240 km/h; 170 to 150 mph). The pilots aimed for a ground speed of 112 knots (207 km/h; 129 mph) at touchdown and were guided by the precision approach path indicator. Upon passing the threshold the aircraft had a slightly high speed, at 120 knots (220 km/h; 140 mph). The aircraft touched down at 07:32:14, a few meters past the ideal landing point, in a soft landing.
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Atlantic Airways Flight 670
Atlantic Airways Flight 670 was a crash following a runway overrun of a British Aerospace 146-200A at 07:32 on 10 October 2006 at Stord Airport, Sørstokken, Norway. The aircraft's spoilers failed to deploy, causing inefficient braking. The Atlantic Airways aircraft fell down the steep cliff at the end of the runway at slow speed and burst into flames, killing four of sixteen people on board.
The flight was chartered by Aker Kværner from Stavanger Airport, Sola via Sørstokken to transport its employees from there and Stord to Molde Airport, Årø. An investigation was carried out by the Accident Investigation Board Norway (AIBN). It was not able to find the underlying cause of the spoiler malfunction. However, it found that, when the captain selected the emergency braking, the anti-lock braking system was disabled. This selection caused the brakes to completely lock, resulting in reverted rubber hydroplaning, a condition in which the tires became extremely hot due to frictional forces, and the water on the damp runway surface evaporated to steam, effectively causing the tires to float on a cushion of steam over the runway surface, greatly reducing braking action. This situation was made worse with a minimal runway end safety area and lack of grooves in the runway surface.
Flight 670 was a regular, chartered morning return flight for Aker Kværner to transport its employees from Stavanger Airport, Sola and Stord Airport, Sørstokken to Molde Airport, Årø on 10 October 2006. The aircraft had landed at Sola at 23:30 the day before and a 48 flying hour scheduled inspection was carried out during the night and completed at 05:00. The flight departed Sola at 07:15, just after schedule, with twelve passengers and a flight crew of four. The pilot in command, 34-year-old Niklas Djurhuus, was pilot flying (PF), while the first officer, 38-year-old Jakob Evald, was pilot monitoring (PM). The pilots had flown in as passengers on an Atlantic Airways flight to Stavanger the evening before. The commander had carried out twenty-one landings at Sørstokken previously. The weather was reported as wind speed of 3 metres per second (5.8 kn; 11 km/h; 6.7 mph), a few clouds at 750 metres (2,460 ft) altitude, visibility exceeding 10 kilometres (6 mi; 5 nmi) and air pressure (QNH) of 1,021 hectopascals (102.1 kPa; 14.81 psi).
The aircraft was a British Aerospace 146-200 (BAe 146), serial number E2075, registered OY-CRG, first flown in 1987 and originally sold to Pacific Southwest Airlines, in the United States. Six months later it was sold to Atlantic Airways as the first of this type in its fleet. The last inspection was carried out on 25 September 2006, 2 weeks before the accident. At the time of the accident, the aircraft had flown more than 30,000 hours and about 22,000 cycles.
The BAe 146 is a jetliner specifically designed for short runway operations. Equipped with four Avco Lycoming ALF502R-5 geared turbofan engines, the aircraft is designed for flat landings, where the main and nose landing gears hit the runway nearly simultaneously. It has powerful wheel-brakes and airbrakes, with large spoilers to dump lift immediately on touchdown, but lacks thrust reversers.
Stord Airport, Sørstokken is a municipal, regional airport located on the peninsula of Sørstokken on the island of Stord at an elevation of 49 metres (161 ft). The runway, aligned 14/32 (roughly north-north-west and south-south-east) is 1,460 metres (4,790 ft) long and 30 metres (98 ft) wide. It has thresholds 130 metres (430 ft) on each end and a landing distance available of 1,200 metres (3,900 ft). At both ends of the runway the ground slopes steeply downwards. This was sufficient safety area according to requirements at the time of the airport's construction, but the requirements had been changed by the time of the accident. The runway was presumed to be damp at the time of the accident, although such information was not relayed to the pilots.
Atlantic Airways is the national airline of the Faroe Islands and was at the time owned by the Government of the Faroe Islands. OY-CRG was one of five BAe 146s in Atlantic Airways' fleet at the time of the accident. The airline was flying a long-term charter contract with for Aker Kværner, who was participating in the construction of the gas field Ormen Lange in the vicinity of Molde. The contract involved regular flights between Stavanger Airport, Sola via Stord Airport, Sørstokken to Molde Airport, Årø and return five times each week. The company also flew to Alta Airport from Stavanger and Stord in relation to the construction of Snøhvit. To allow full take-off weight for the latter service, Atlantic Airways applied the Civil Aviation Authority of Norway on 18 February 2005 for permission to use a longer take-off distance at Sørstokken. This was rejected because the airport's limits were already below international minimum recommendations.
Flight 670 contacted Flesland Approach at 07:23, stating that they would land on runway 15 and that they would carry out a visual approach. Flesland approach cleared the aircraft for a descent to 1,200 metres (3,900 ft) at 07:24. The aircraft left controlled airspace at 07:27, at which time the aerodrome flight information service (AFIS) at Sørstokken had visual sight of the aircraft. The pilots decided to land at runway 32 as it would give a faster approach. The flaps were extended to 33 degrees at 07:31:12, reducing ground speed from 150 to 130 knots (280 to 240 km/h; 170 to 150 mph). The pilots aimed for a ground speed of 112 knots (207 km/h; 129 mph) at touchdown and were guided by the precision approach path indicator. Upon passing the threshold the aircraft had a slightly high speed, at 120 knots (220 km/h; 140 mph). The aircraft touched down at 07:32:14, a few meters past the ideal landing point, in a soft landing.