Shocking standards of Safety by Norwegian Air flight operated by Go2Sky

Locker10a

http://avherald.com/h?article=4a1ae8c4&opt=0

This is a really really damming report on a incident of disregard for safety on a Norwegian flight operated by Go2Sky.
Have a read and see what you all think...

Noxegon

Holy gods. I'd suggest that the people up front should serve time for something so foolhardy/dangerous.

markpb

Locker10a wrote:

Have a read and see what you all think...

I read it and I think that I won't be flying with Go2Sky any time soon.

Negative_G

Locker10a wrote: »

http://avherald.com/h?article=4a1ae8c4&opt=0

This is a really really damming report on a incident of disregard for safety at Norwegian.
Have a read and see what you all think...

Correct me if I am wrong but the article states that the flight crew, who were the protagonists in the issues, were not Norwegian but from a completely different airline?

BZ

Negative_G wrote: »

Correct me if I am wrong but the article states that the flight crew, who were the protagonists in the issues, were not Norwegian but from a completely different airline?

The flight crew may have been from a different airline but that does not excuse Norwegian for scheduling a crew who do not seem to have the capability or competence to fly an aircraft safely.

Negative_G

BZ wrote: »

The flight crew may have been from a different airline but that does not excuse Norwegian for scheduling a crew who do not seem to have the capability or competence to fly an aircraft safely.

Neither of us are privy to the circumstances whereby another crew are authorised to fly another airlines aircraft.

Pilots have their licences and have passed recurrent training and checks how are Norwegian meant to know that they are incompetent your word considering they have passed all required standards and checks.

BZ

[Deleted User] wrote: »

Pilots have their licences and have passed recurrent training and checks how are Norwegian meant to know that they are incompetent your word considering they have passed all required standards and checks.

Yes my word exactly because like or not the series of events that occurred on this flight are shocking. As the aircraft was in the process of being handed over to another airline should Norwegian not of had one of their own crew members or a representative onboard?

Irish Steve

I have reviewed the information that is in the public domain about this incident, and it is going to be investigated further by the relevant regulators. In the meantime, while comments about the incident are acceptable, comments off the topic will be removed, and may lead to infractions or bans. I have removed some inflammatory comments that are not helpful or appropriate and that appeared to have a different agenda. If they are repeated, there will be consequences for the poster.

PukkaStukka

That doesn't look good but like all incidents / accidents, it's prudent to await the official report(s).

Having said that, the events in the AVH report reads like something between "Airplane" and a Carry-On movie.

Lets see what falls out of the investigation.

martinsvi

wow, just wow.. you think you've seen it all, but then there's more..

any B738/similar drivers here, if you "reboot" the plane like this, how long does it take for IRS to re-align and know which way is up? In a strange way Santa Barbara flight 518 comes to mind

Negative_G

martinsvi wrote: »

wow, just wow.. you think you've seen it all, but then there's more..

any B738/similar drivers here, if you "reboot" the plane like this, how long does it take for IRS to re-align and know which way is up? In a strange way Santa Barbara flight 518 comes to mind

With the engines shut down, power to the avionics may be supplied by the main batts with the emer batt there to protect from any surges/over voltages. Unless the avionics masters and/or FMS's were selected off would there be a requirement to realign etc.

Not familiar with the 737 systems but its like that on the type I am familiar with.

Locker10a

Negative_G wrote: »

Locker10a wrote: »

http://avherald.com/h?article=4a1ae8c4&opt=0

This is a really really damming report on a incident of disregard for safety at Norwegian.
Have a read and see what you all think...

Correct me if I am wrong but the article states that the flight crew, who were the protagonists in the issues, were not Norwegian but from a completely different airline?

Indeed the pilots may have been from another airline, it doesn't change the fact they were flying for Norwegian, operating a Norwegian flight. Indeed their payslip may suggest otherwise but they were flying a Norwegian plane, with Norwegian cabin crew and Norwegian passengers.
Therefore it is my opinion that Norwegian have a very important responsibility in ensuring they allow only pilots or any crew for that matter, that hold the highest competency (to their own standards)to take control of their flights.
They failed to do so here.

I also question why this incident was not immediately reported

Locker10a

markpb wrote: »

Locker10a wrote:

Have a read and see what you all think...

I read it and I think that I won't be flying with Go2Sky any time soon.

The funny thing is, the passengers on this flight didn't book a Go2Sky ticket, they booked a Norwegian Ticket . Hence why Norwegian have huge responsibility for allowing this to happen .

pepe the prawn

Surely it's not normal procedure to shut down the engines during a rejected take off for a configuration warning? That seems very abnormal, no? Shut them down in the event of a fire or something that would further endanger the lives of those on board etc,but for a configuration warning...

goingnowhere

Well it all started with a configuration warning once take off was set.

So something went wrong at the very start, flaps?

Negative_G

pepe the prawn wrote: »

Surely it's not normal procedure to shut down the engines during a rejected take off for a configuration warning? That seems very abnormal, no? Shut them down in the event of a fire or something that would further endanger the lives of those on board etc,but for a configuration warning...

No, rejected take off checklist would generally involve Max breaks and throttle idle. Certainly not throttle to cut off.

Irish Steve

Hopefully, the investigators will get the facts, in detail, and only then will we know what really happened, and why. At the moment, the Norwegian regulators are very much behind the ball on this incident, and are now having to get up to speed and find out what actually went on, and some of the credit for that should be given to AV Herald, who did not let the original reports of this incident die, but put pressure on to find out what went on. Now, for reasons that will become clear, the report has been filed and acknowledged, but the regulators now have to get up to speed and interview the people involved.

At present, as there is not even an interim report, we do not have the details of the crew experience, or qualifications, so it is inappropriate to compare this incident to any other accident that has occurred.

It is very clear that this was an unacceptable breach of many procedures that are clearly laid down and defined. There needs to be a very clear statement from the regulators and Norwegian about this event, and there will be consequences for the airline, and others.

duskyjoe

Irish Steve wrote: »

there will be consequences for the airline, and others.

It's the "others" bit that I'm a bit at sea with. I trust you are relating to the the third party airline operating as flight crew. A big concern apart from all the alleged cock ups is (a) who shut down the engine start levers in such a dynamic situation on the runway and (b) if the shut down happened by actions from the right hand seat, was this a command from the Capt? This incident is as serious as it gets and the alleged non communications with CCM's post take off just takes the incident to a different realm.

Irish Steve

The airline, the flight crew, possibly the organisation that most recently validated the crew licences are in the frame.

I presume that there is full time ATC at the airport, I find it strange that when the aircraft stopped suddenly, and then effectively blocked the runway for a number of minutes, there was no response, or report about the incident.

In the same vein, alarm bells should have been ringing on the ground when the flight departed from the planned level for the route.

We don't have the full story yet, the impression is of a very inappropriate conduct of the flight, with a number of fundamental breaches of what I would expect are the operators standard operating procedures.

If this had been posted as an extract from a fiction novel, there would have been literally hundreds of posts by now from both pilots and regular passengers pointing out the catalogue of errors in how the aircraft was being operated. What's scary about this is that it seems it actually happened, and for some time, was not reported by any of the witnesses or participants.

I know all about the pressures from management to not report incidents, it happened to me a long time ago, and there's no protection for whistle blowers in some countries, losing your job for reporting an incident should not be acceptable, but it happens, and even if there are trade unions available, that does not provide any guarantees when things start getting complicated.

smurfjed

A big concern apart from all the alleged cock ups is (a) who shut down the engine start levers in such a dynamic situation on the runway and (b) if the shut down happened by actions from the right hand seat, was this a command do same from the Capt?

Unfortunately as this wasn't reported, its quite likely that the aircraft has flown enough to wipe the CVR, so it will be a case of accepting whatever the crew say. The FDR data should still be available.

bkehoe

martinsvi wrote: »

wow, just wow.. you think you've seen it all, but then there's more..

any B738/similar drivers here, if you "reboot" the plane like this, how long does it take for IRS to re-align and know which way is up? In a strange way Santa Barbara flight 518 comes to mind

The L/H ADIRU and FMC will remain powered by battery power until depleted. The R/H ADIRU will remain powered for 5 mins by standby power. Radios still powered by battery, etc so ATC could still talk to them. Plenty of time for the APU to start (approx 1 min). So no data loss of flight plan, etc. Just some overhead panel switching to reconfigure airconditioning bleeds to restart engines, etc, with what appears to be the before taxi flow (which would have switched back on the packs) omitted in this case.