363:(AFIS) announced new weather data: the wind had changed to 260° at 25 knots (46 km/h; 29 mph), with gusts up to 40 knots (74 km/h; 46 mph). As the crew planned to use runway 26, this would give wind directly against the craft, so the crew decided to add some height to the descent. At 19:05, the first officer stated that the descent checklist was completed, and the pilot in command started the approach checklist. At this time, both height indicators showed 1,500 metres (5,000 ft). At 19:07, the aircraft was turned to 050°.
403:(CVR), but the airline had chosen to install the latter. Interviews with the surviving passengers showed that none of them perceived that there was any problems with the flight until the sudden impact. One of the passengers was a navigation professional and could see parts of the cockpit from his seat; he was thus able to confirm some of the navigational display readings. Interviews with locals indicated that the aircraft followed a normal path.
29:
295:, Trond Hamre, was 34 years old, had training from the United States which had been converted to a C certificate in 1988. He had 6,354 hours of flight, of which 1,356 was in a Twin Otter. He had been a pilot in command for 3,441 hours prior to working for Widerøe, where he had been employed since 1990. He had landed 27 times at Namsos Airport in the 12 months preceding the accident.
420:. This was in part due to both pilots focusing on extra-cockpit activity after the non-flying pilot had identified the necessary sight to the airport. The crew were not aware of their distance from the terrain; the small margins from 150 to 119 meters (492 to 390 feet) were in part caused by pilots' unawareness. The cooperation between the crew did not follow the regulations of
518:. The latter criticized the former because they were not given access to the cockpit voice recorder (CVR). Since 1989 both the police and the prosecuting authority had not been represented in the accident investigations. HSL emphasized that they had no legal obligation to submit the tapes to the police, that the police had not asked for the tapes after
433:
559:
before the accident, and the two that had test-flown after the previous maintenance spell some days before the accident. In
February, HSL started extensive investigations of the culture among pilots in Widerøe, and initiated interviews with dozens of pilots and managers in the company to investigate systematic failures in the company.
571:
dismissed the appeal and required the tape to be handed over to the police. After the tape was handed over, both the pilots in Widerøe and the accident board would not cooperate deciphering the contents, nor would they hand over transcripts or notes, and asked the police take the matter to the courts
281:
Widerøe Flight 744 was a scheduled flight from
Trondheim Airport, Værnes to Namsos Airport, Høknesøra operated with a de Havilland Canada DHC-6-300 Twin Otter. The aircraft had registration LN-BNM and serial number 408, and was delivered to Widerøe in 1974. The aircraft had flown 40,453 hours and had
366:
At 19:10, the aircraft reached the approach centerline and was confirmed by Namsos AFIS at 255°. By 19:14, the aircraft had descended to 640 meters (2,100 feet) and at 19:15:13, it passed Namsos Beacon. At 19:15:30, the first officer confirmed visual contact with the field. At 19:16:35, the pilot in
526:
supported this line. The reason for the rules was that the
Norwegian Airline Pilots Association did not want the records from the CVR to be used in criminal cases against pilots. The investigation board stated that they would forward any information which supported criminal violations, while Namdal
477:
By 1996 Widerøe had undertaken a series of operational amendments after recommendation from the commission, including a reorganization of the aircraft operation division, the quality assurance division and the company's reporting systems. Another concern was that pilots did not follow the company's
334:
At
Trondheim, 17 passengers boarded along with 136 kilograms (300 lb) of cargo. Estimated flight time to Namsos was 35 minutes. The aircraft had a maximum take-off weight of 5,675 kilograms (12,511 lb), while the aircraft took off with 5,460 kilograms (12,040 lb). Prior to departure,
558:
stated that he did not want to interfere. In
January 1994, the police announced that they would bring six Widerøe pilots to court to force them to undergo police questioning. The six pilots were the two that piloted the previous shift on the aircraft, two that landed at Namsos Airport half an hour
506:
and a technician from Widerøe arrived at the site at 13:30 on 28 October. By then flights had resumed at Namsos
Airport. They secured an area of 200 by 80 meters (660 by 260 ft) for the investigation, in which all the debris of the aircraft had landed and trees had been felled by the crashing
464:
and others traveled to Namsos to investigate the crash site of the third fatal accident since
Mikkelsen started in his position in 1988. Widerøe stopped all advertisements in the period after the accident. Widerøe announced in November that they would accelerate the replacement of their Twin Otter
489:
after the accident. Immediately after the accident, Widerøe paid a compensation of NOK 10,000 (equivalent to $ 15,500 in 2017) to each of the survivors. The survivors and the deceased's next-of-kin claimed damages for several million NOK, including three people who each demanded over one
330:
and Rørvik
Airport as Flight 711. On the way south, the crew canceled its stop at Mosjøen because of bad weather. The aircraft landed at Trondheim Airport at 17:52. The return flight was to operate as Flight 744 from Trondheim via Namsos to Rørvik, where the plane and crew were to stay overnight.
596:
having come into effect by the time the report was published. A temporary report was presented to the survivors and next of kin on 20 March 1996; the report laid the responsibility for the accident on the airline. The final report was published on 10 July 1996 and laid the responsibility for the
343:
of the passengers. When correcting after observing the seating of the passengers, the pilot in command had made a calculation mistake in which he thought the passengers did not need to move around. In reality they would have to be rearranged to meet the limits of the distribution of weight. The
443:
One man in his twenties was nearly unhurt in the accident and ran to the nearby farm of Berg. After saying "The aircraft has fallen down. You must call for help!", he ran back to the aircraft. The farm's three residents were the first to arrive at the site of the crash. The site was subject to
290:
since 1974 and had been employed in Widerøe since 1985. He had held a C certificate since 4 January 1993, and had been a pilot in command since 20 January. He had flown 4,835 hours in total and had landed 13 times at Namsos
Airport in the 12 months prior to the accident. The
411:. In particular, the report commented on the lack of callouts during descent. The base turn procedure was also criticized, because the crew failed to time it correctly, ending up 14 nautical miles (26 km; 16 mi) from the airport. When the flying pilot canceled the
587:
criticized the commission for working too slowly, stating that the victims and next of kin needed answers as to why the accident happened. The lack of cooperation between the police and the commission was the main source of the delays. Similar delays had occurred after
352:. This gave a height reading of 1,510 and 1,500 meters (4,950 and 4,920 feet), respectively, for the pilot in command and first officer. There was 25 knots (46 km/h; 29 mph) wind from 250°, with gusts up to 36 knots (67 km/h; 41 mph).
2084:
267:
did not want a police investigation until after their report was finished. This caused the police to use two years to gain court permission to access the evidence. The report found no technical problems with the aircraft. However, it found several
2094:
478:
routines, resulting in the company grounding about ten pilots who did not follow policy or did too many errors during observations. Some would receive additional training while others would be retired. The company would further invest 40 million
473:
aircraft, but denied that the accident influenced the decision and instead cited financial reasons. Widerøe's chief operating officer, Per-Helge Røbekk, announced in July 1994 that he would step down because of the strain of the three accidents.
538:
The
Norwegian Airline Pilots Association recommended that its members not cooperate with the police in any way, stating that "the police should sit passively and wait for the report from the commission". On 17 November the issue was brought to
406:
The report from the Accident Investigation Board for Civil Aviation characterized the accident as a controlled flight into terrain. The report pointed to several errors, both from the pilots, but also systematic failures from Widerøe and the
367:
command stated a height of 150 meters (490 feet), confirmed by the first officer. Four seconds later, the pilot in command stated: "we should not descend any further". The aircraft then first hit some trees, located 119 meters (390 ft)
459:
The accident was the fifth fatal accident with a Twin Otter in Norway and the fourth fatal accident by Widerøe in eleven years. The company's executive management met in Bodø the evening of the accident before chief executive officer
1264:
1620:
272:
and laid a large responsibility on the airline for lack of proper organization and routines. No-one was charged after the accident, but it led to a major restructure of operations and procedures in Widerøe.
415:
and changed to visual landing during darkness, he did not have sufficient visual references to the terrain. During this part of the approach, the aircraft's position was not controlled with any available
2089:
567:. A ruling was not made until December, which supported the police's demands. However, the issue was appealed by the accident board and the ministry. The issue was not resolved until August 1995, when
424:
and seemed to have stopped after visual identification of the airfield. The airline was criticized for not having standardized an operative concept that the crew fully respected and followed.
1257:
359:
255. Then the aircraft should descend to 640 meters (2,100 feet) and head towards Namsos Beacon inbound. After that, minimum height was set to 640 meters (2,100 feet). At 19:01, the
1613:
244:
in Norway. The incident occurred on 27 October 1993 at 19:16:48 and killed six of the nineteen people on board, including the crew of two. The scheduled flight was en route between
1854:
355:
The pilot in command then decided on the descent plan, involving an initial descent to 1,200 meters (3,900 feet), then to 900 meters (3,000 feet), before making a turn towards
452:. The farmhouse became the base of operations for the emergency crews. The wounded were carried to the farm, where they received initial treatment before being transported to
2104:
1250:
1273:
2099:
1972:
1966:
1606:
552:
523:
372:
503:
494:. After mediation, the airline agreed to compensate the passengers with an additional NOK 15,000 in cash and NOK 30,000 worth of free travel with Widerøe.
1764:
2124:
579:
handed over a report ordered by the commission which revealed several absent safety procedures in Widerøe. The report was based on a recommendation by the
81:
1834:
580:
620:
583:
to take into consideration the organizational structure the aircraft operate within when investigating aviation accidents. In June, parliamentarian
1295:
1507:
2033:
601:
decided in September 1997 not to charge Widerøe for the accident. The direct culpability was placed on the pilots, who had died in the accident.
2114:
1784:
1684:
1794:
360:
264:
237:
121:
2003:
1914:
1402:
1332:
260:
1884:
1814:
379:
operation was started immediately. Both pilots and four passengers were killed, while the remaining thirteen passengers were injured.
1824:
1714:
1577:
287:
597:
accident on the company and its operating routines. The report contained 26 recommendations for improvements for the company. The
387:
The weather in the area had wind up towards 30 knots (56 km/h; 35 mph), with clouds and heavy rain, and some reports of
1694:
1630:
344:
aircraft left Trondheim Airport at 18:37 after which it ascended to cruising height at 1,500 meters (4,900 feet). At 18:53, the
2028:
1934:
598:
511:
at Namsos Airport was tested by the Norwegian Aviation Authority on 28 October and 4 November, without any faults being found.
392:
527:
Police District stated that it was necessary for an independent police investigation to identify any criminal violations. The
241:
161:
1654:
292:
233:
59:
563:
ruled in April in favor of court questioning of the pilots. In May, the police brought the demands to receive the CVR in to
1944:
1874:
1664:
1531:
1429:
1724:
1515:
619:[Aviation accident report at Namsos on October 27, 1993 involving DHC-6-300 Twin Otter, LN-BNM] (in Norwegian).
448:, rain and a southwestern wind, causing the victims to quickly freeze. Several of the wounded could not move because of
245:
151:
1734:
1558:
528:
1954:
1804:
1754:
1744:
1585:
568:
470:
466:
616:
1904:
1704:
1456:
1421:
1383:
508:
371:. At 19:16:48, the aircraft hit a hill 6.15 kilometers (3.82 mi) from the airport, at Berg in Overhalla. An
327:
491:
421:
1996:
306:. No traces of the substance were found in the pilot's body after the accident. The crew had started duty at
2079:
1774:
1375:
515:
319:
302:
which was not permitted while flying. However, these had been prescribed by a physician who had training in
249:
593:
544:
400:
1864:
1844:
1523:
1348:
1182:
1167:
1098:
1083:
1068:
985:
961:
929:
894:
862:
827:
564:
560:
311:
138:
2053:
2048:
2038:
2023:
1491:
1472:
1448:
1340:
519:
1924:
1674:
540:
396:
368:
1989:
1550:
589:
445:
336:
1598:
2119:
1464:
1356:
412:
225:
1313:
323:
1198:
584:
461:
376:
303:
1242:
617:"Rapport om luftfartsulykke ved Namsos den 27. oktober 1993 med DHC-6-300 Twin Otter, LN-BNM"
1303:
417:
340:
283:
2109:
479:
453:
437:
307:
908:
Henriksen, Steinulf; Mortensen, Terje (12 June 1996). "Titalls flygere satt på bakken".
28:
490:
million after becoming disabled. The demands were raised against the insurance company
456:—the last arriving at 22:30. About seventy people participated in the emergency work.
2073:
548:
449:
349:
844:
Haaheim, Sjak R.; Henden, Harald (30 October 1993). "Politiet nektes viktig bevis".
1232:
1151:
1131:
1114:
1035:
1018:
1001:
945:
910:
878:
846:
811:
555:
532:
318:) and were to make a round trip to Trondheim Airport, with intermediate stops at
1215:
789:
486:
269:
63:
34:
2012:
388:
263:(HSL). A conflict arose between the two as the latter in cooperation with the
131:
1033:
Fonbæk, Dag (4 January 1994). "Rettslig avhør av Widerøe-flygerne vurderes".
395:, nor was this required. There was no requirement for the aircraft to have a
96:
83:
2058:
999:
Bondø, Tor-Hartvig; Kirknes, Magnar (11 November 1993). "Politiet uønsket".
432:
356:
299:
253:
74:
787:
Sæthre, Lars E. (28 October 1993). "Uskadet passasjer varslet om ulykken".
259:
Parallel investigations were carried out by Namdal Police District and the
2085:
Accidents and incidents involving the de Havilland Canada DHC-6 Twin Otter
1082:"Widerøe-ulykken: Rettslig avgjørelse om taleregistrator" (in Norwegian).
2095:
Airliner accidents and incidents involving controlled flight into terrain
1181:"Stangeland ber flyhavarikommisjonen være mer effektiv" (in Norwegian).
984:"Uenighet om etterforskningen av flyulykken ved Namsos" (in Norwegian).
1052:
928:"Etterlatte etter Namsos-ulykken får gratis flyreiser" (in Norwegian).
809:
Nygaard, Lars-Erik (28 October 1993). "Ulykkes-offer banket på døren".
1016:
Bondø, Tor-Hartvig (11 November 1993). "Flyger-striden i Stortinget".
576:
408:
315:
1166:"SINTEF-rapport avdekker sikkerhetssvikt i Widerøe" (in Norwegian).
960:"Flyhavarikommisjonen sikret seg taleregistratoren" (in Norwegian).
1067:"Politiet får avhøre piloter etter Namsos-ulykken" (in Norwegian).
514:
Two parallel investigations were undertaken, one by HSL and one by
893:"Widerøe har endret rutiner etter Namsos-ulykken" (in Norwegian).
861:"Widerøe får nye Dash 8-fly raskere enn planlagt" (in Norwegian).
431:
502:
Four inspectors from the HSL, two police investigators from the
1985:
1602:
1246:
1230:
Kringstad, Hans (24 September 1997). "Widerøe slipper straff".
1097:"Må vente på taleregistrator fra Widerøe-fly" (in Norwegian).
943:
Jacobsen, Jon (13 April 1996). "Millionkraf etter flyulykke".
345:
1050:
Kristoffersen, Oddvar (16 February 1994). "Widerøe-flygere".
826:"Fem ulykker med Twin Otter-fly siden 1972" (in Norwegian).
482:(equivalent to $ 62,000,000 in 2017) to improve safety.
1981:
876:
Forbæk, Dag (27 July 1994). "Utslitt av alle ulykkene".
2090:
Airliner accidents and incidents caused by pilot error
535:
supported the police in their request for the tapes.
1569:
1542:
1483:
1440:
1413:
1394:
1367:
1324:
1287:
207:
199:
191:
183:
175:
167:
157:
147:
137:
127:
117:
112:
69:
55:
47:
42:
777:Accident Investigation Board Norway (1996): 85–86
741:Accident Investigation Board Norway (1996): 17–19
658:Accident Investigation Board Norway (1996): 11–12
298:The first officer was using a medication against
1855:Khorog Tajikistan Airlines Yakovlev Yak-40 crash
1112:Fonbæk, Dag (4 January 1995). "Nektest lydbåd".
720:Accident Investigation Board Norway (1996): 9–10
708:Accident Investigation Board Norway (1996): 5–8
690:Accident Investigation Board Norway (1996): 5–7
261:Accident Investigation Board for Civil Aviation
1144:
1142:
974:Accident Investigation Board Norway (1996): 19
768:Accident Investigation Board Norway (1996): 33
759:Accident Investigation Board Norway (1996): 21
750:Accident Investigation Board Norway (1996): 20
732:Accident Investigation Board Norway (1996): 22
699:Accident Investigation Board Norway (1996): 14
676:Accident Investigation Board Norway (1996): 23
667:Accident Investigation Board Norway (1996): 12
649:Accident Investigation Board Norway (1996): 13
1997:
1614:
1258:
923:
921:
640:Accident Investigation Board Norway (1996): 4
286:, Jan Bjørstad, was 43 years old, had held a
8:
1155:(in Norwegian). 7 November 1995. p. 17.
21:
2105:Aviation accidents and incidents in Norway
2004:
1990:
1982:
1621:
1607:
1599:
1274:Aviation accidents and incidents in Norway
1265:
1251:
1243:
1135:(in Norwegian). 23 August 1995. p. 9.
27:
20:
1835:American International Airways Flight 808
1765:Zambia national football team plane crash
1202:(in Norwegian). 20 March 1996. p. 7.
839:
837:
804:
802:
800:
581:International Civil Aviation Organization
2100:Aviation accidents and incidents in 1993
1219:(in Norwegian). 10 July 1996. p. 4.
553:Minister of Transport and Communications
524:Ministry of Transport and Communications
348:was confirmed by Namsos to be 1017
238:de Havilland Canada DHC-6-300 Twin Otter
122:de Havilland Canada DHC-6-300 Twin Otter
1508:Scandinavian Airlines System Flight 347
633:
572:if they needed any further assistance.
504:National Criminal Investigation Service
1213:"Widerøe-ledelsen får krass kritikk".
728:
726:
716:
714:
339:had calculated the passenger load and
1785:Merpati Nusantara Airlines Flight 724
1685:Palair Macedonian Airlines Flight 301
686:
684:
682:
391:. The aircraft was not equipped with
256:because it held too low an altitude.
7:
1795:China Northwest Airlines Flight 2119
1196:"Widerøe får skylden for flystyrt".
375:signal was received by Namsos and a
361:aerodrome flight information service
265:Norwegian Airline Pilots Association
252:and the aircraft crashed at Berg in
1915:China Northern Airlines Flight 6901
1333:British European Airways Flight 530
621:Accident Investigation Board Norway
592:in 1989, which had resulted in the
1885:China Eastern Airlines Flight 5398
1296:Andrée's Arctic balloon expedition
282:met all service requirements. The
14:
1715:China Eastern Airlines Flight 583
1578:CHC Helikopter Service Flight 241
1695:Japan Air Lines Cargo Flight 46E
1631:Aviation accidents and incidents
16:1993 aviation accident in Norway
2125:Widerøe accidents and incidents
1282:Includes Svalbard and Jan Mayen
599:Norwegian Prosecuting Authority
393:ground proximity warning system
1705:Alan Kulwicki Swearingen crash
1655:Lufthansa Cityline Flight 5634
1403:Holtaheia Vickers Viking crash
234:controlled flight into terrain
60:Controlled flight into terrain
1:
2115:October 1993 events in Europe
1945:Northwest Airlink Flight 5719
1815:Everest Air Dornier 228 crash
1532:Helikopter Service Flight 451
1430:Helikopter Service Flight 165
1129:"Politiet vant lydbåndkamp".
1825:Llyn Padarn helicopter crash
1725:American Airlines Flight 102
1516:Vnukovo Airlines Flight 2801
436:The injured were brought to
409:Norwegian Aviation Authority
1735:Japan Air System Flight 451
1559:Atlantic Airways Flight 670
1118:(in Norwegian). p. 20.
1056:(in Norwegian). p. 19.
1039:(in Norwegian). p. 13.
1022:(in Norwegian). p. 12.
1005:(in Norwegian). p. 12.
949:(in Norwegian). p. 11.
882:(in Norwegian). p. 15.
850:(in Norwegian). p. 13.
529:Norwegian Data Inspectorate
2141:
1955:Kuban Airlines Flight 5719
1935:Auckland mid-air collision
1805:Asiana Airlines Flight 733
1755:Indian Airlines Flight 491
1745:Indian Airlines Flight 427
914:(in Norwegian). p. 4.
815:(in Norwegian). p. 8.
793:(in Norwegian). p. 4.
569:Frostating Court of Appeal
471:de Havilland Canada Dash 8
467:de Havilland Canada Dash 7
335:the ground handling agent
2019:
1964:
1905:China Airlines Flight 605
1875:Sukhumi airliners attacks
1646:
1457:Braathens SAFE Flight 139
1422:Braathens SAFE Flight 239
1384:Braathens SAFE Flight 253
1280:
509:instrument landing system
246:Trondheim Airport, Værnes
242:Namsos Airport, Høknesøra
162:Namsos Airport, Høknesøra
152:Trondheim Airport, Værnes
26:
1665:Tehran mid-air collision
492:Norsk Flyforsikringspool
422:crew resource management
37:to the accident aircraft
1775:SAM Colombia Flight 501
594:statute of limitations
516:Namdal Police District
440:
401:cockpit voice recorder
341:mean aerodynamic chord
229:
1865:Lufthansa Flight 2904
1845:Sakha Avia Flight 301
1586:Alta helicopter crash
1524:Hemus Air Flight 7081
1349:Bukken Bruse disaster
1183:Norwegian News Agency
1168:Norwegian News Agency
1149:"Ny lydbåndkrangel".
1099:Norwegian News Agency
1084:Norwegian News Agency
1069:Norwegian News Agency
986:Norwegian News Agency
962:Norwegian News Agency
930:Norwegian News Agency
895:Norwegian News Agency
863:Norwegian News Agency
828:Norwegian News Agency
565:Namdal District Court
561:Salten District Court
522:in 1990 and that the
435:
312:Central European Time
97:64.48889°N 11.70833°E
1925:Avioimpex Flight 110
1675:Lufthansa Flight 592
397:flight data recorder
369:above mean sea level
320:Sandnessjøen Airport
250:Rørvik Airport, Ryum
220:, also known as the
1973:► 1994
1967:1992 ◄
1551:Kato Air Flight 605
1170:. 22 February 1995.
1101:. 12 December 1994.
932:. 26 November 1996.
865:. 11 November 1993.
590:Partnair Flight 394
337:SAS Ground Handling
328:Brønnøysund Airport
240:during approach to
93: /
23:
1970:
1895:Widerøe Flight 744
1500:Widerøe Flight 744
1492:Widerøe Flight 839
1473:Widerøe Flight 710
1465:Finnair Flight 915
1449:Widerøe Flight 933
1357:Hurum air disaster
1341:Kvitbjørn disaster
988:. 1 November 1993.
964:. 28 October 1993.
830:. 27 October 1993.
575:In February 1995,
520:Widerøe Flight 839
469:aircraft with new
441:
413:instrument landing
218:Widerøe Flight 744
118:Aircraft type
102:64.48889; 11.70833
22:Widerøe Flight 744
2067:
2066:
1979:
1978:
1596:
1595:
1376:Bjørnøya Accident
1199:Aftenposten Aften
585:Magnus Stangeland
485:The aircraft was
418:navigational aids
377:search and rescue
304:aviation medicine
215:
214:
33:A Widerøe DHC-6,
2132:
2006:
1999:
1992:
1983:
1971:
1641:
1640:
1638:
1623:
1616:
1609:
1600:
1589:
1581:
1562:
1554:
1553:(September 2004)
1535:
1534:(September 1997)
1527:
1526:(September 1996)
1519:
1511:
1503:
1495:
1476:
1468:
1460:
1452:
1433:
1425:
1406:
1387:
1379:
1360:
1352:
1344:
1336:
1317:
1309:
1299:
1267:
1260:
1253:
1244:
1238:
1237:
1227:
1221:
1220:
1210:
1204:
1203:
1193:
1187:
1186:
1178:
1172:
1171:
1163:
1157:
1156:
1146:
1137:
1136:
1126:
1120:
1119:
1109:
1103:
1102:
1094:
1088:
1087:
1079:
1073:
1072:
1071:. 14 April 1994.
1064:
1058:
1057:
1047:
1041:
1040:
1030:
1024:
1023:
1013:
1007:
1006:
996:
990:
989:
981:
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972:
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965:
957:
951:
950:
940:
934:
933:
925:
916:
915:
905:
899:
898:
897:. 20 March 1996.
890:
884:
883:
873:
867:
866:
858:
852:
851:
841:
832:
831:
823:
817:
816:
806:
795:
794:
784:
778:
775:
769:
766:
760:
757:
751:
748:
742:
739:
733:
730:
721:
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700:
697:
691:
688:
677:
674:
668:
665:
659:
656:
650:
647:
641:
638:
624:
284:pilot in command
108:
107:
105:
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103:
98:
94:
91:
90:
89:
86:
31:
24:
2140:
2139:
2135:
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2133:
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2129:
2070:
2069:
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2063:
2015:
2010:
1980:
1975:
1969:
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1597:
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1584:
1576:
1565:
1557:
1549:
1538:
1530:
1522:
1514:
1510:(November 1994)
1506:
1498:
1490:
1479:
1471:
1467:(December 1987)
1463:
1455:
1447:
1436:
1428:
1424:(December 1972)
1420:
1409:
1401:
1390:
1386:(November 1956)
1382:
1374:
1363:
1359:(November 1949)
1355:
1347:
1339:
1331:
1320:
1314:Havørn Accident
1312:
1302:
1294:
1283:
1276:
1271:
1241:
1236:(in Norwegian).
1229:
1228:
1224:
1212:
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1207:
1195:
1194:
1190:
1185:. 23 June 1995.
1180:
1179:
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689:
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675:
671:
666:
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657:
653:
648:
644:
639:
635:
615:
607:
500:
480:Norwegian krone
454:Namsos Hospital
438:Namsos Hospital
430:
385:
324:Mosjøen Airport
288:pilot's license
279:
222:Namsos Accident
101:
99:
95:
92:
87:
84:
82:
80:
79:
78:
51:27 October 1993
38:
17:
12:
11:
5:
2138:
2136:
2128:
2127:
2122:
2117:
2112:
2107:
2102:
2097:
2092:
2087:
2082:
2080:1993 in Norway
2072:
2071:
2065:
2064:
2062:
2061:
2056:
2051:
2046:
2041:
2036:
2031:
2026:
2020:
2017:
2016:
2011:
2009:
2008:
2001:
1994:
1986:
1977:
1976:
1965:
1962:
1961:
1953:
1950:
1949:
1943:
1940:
1939:
1933:
1930:
1929:
1923:
1920:
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1910:
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1594:
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1564:
1563:
1561:(October 2006)
1555:
1546:
1544:
1540:
1539:
1537:
1536:
1528:
1520:
1512:
1504:
1502:(October 1993)
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1351:(October 1948)
1345:
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1291:
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1121:
1104:
1089:
1086:. 20 May 1994.
1074:
1059:
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991:
976:
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935:
917:
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678:
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632:
631:
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612:
611:
606:
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507:aircraft. The
499:
496:
462:Bård Mikkelsen
429:
426:
384:
381:
278:
275:
248:via Namsos to
230:Namsos-ulykken
213:
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15:
13:
10:
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4:
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2:
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2037:
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2032:
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2027:
2025:
2022:
2021:
2018:
2014:
2007:
2002:
2000:
1995:
1993:
1988:
1987:
1984:
1974:
1968:
1963:
1956:
1946:
1936:
1926:
1916:
1906:
1896:
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1876:
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1656:
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1601:
1588:(August 2019)
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1568:
1560:
1556:
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1518:(August 1996)
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1405:(August 1961)
1404:
1400:
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1397:
1393:
1385:
1381:
1377:
1373:
1372:
1370:
1366:
1358:
1354:
1350:
1346:
1343:(August 1947)
1342:
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1335:(August 1946)
1334:
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747:
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738:
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723:
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664:
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595:
591:
586:
582:
578:
573:
570:
566:
562:
557:
554:
550:
549:Lars Sponheim
546:
545:Liberal Party
542:
536:
534:
530:
525:
521:
517:
512:
510:
505:
498:Investigation
497:
495:
493:
488:
483:
481:
475:
472:
468:
463:
457:
455:
451:
447:
439:
434:
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398:
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364:
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353:
351:
347:
342:
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332:
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321:
317:
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305:
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296:
294:
293:first officer
289:
285:
276:
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255:
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243:
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202:
198:
194:
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186:
182:
178:
174:
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163:
160:
156:
153:
150:
148:Flight origin
146:
142:
140:
136:
133:
130:
126:
123:
120:
116:
111:
106:
76:
72:
68:
65:
61:
58:
54:
50:
46:
41:
36:
30:
25:
19:
2043:
2029:Destinations
1894:
1580:(April 2016)
1499:
1494:(April 1990)
1451:(March 1982)
1378:(March 1954)
1304:
1233:Verdens Gang
1231:
1225:
1214:
1208:
1197:
1191:
1176:
1161:
1152:Verdens Gang
1150:
1132:Verdens Gang
1130:
1124:
1115:Verdens Gang
1113:
1107:
1092:
1077:
1062:
1051:
1045:
1036:Verdens Gang
1034:
1028:
1019:Verdens Gang
1017:
1011:
1002:Verdens Gang
1000:
994:
979:
970:
955:
946:Verdens Gang
944:
938:
911:Verdens Gang
909:
903:
888:
879:Verdens Gang
877:
871:
856:
847:Verdens Gang
845:
821:
812:Verdens Gang
810:
788:
782:
773:
764:
755:
746:
737:
704:
695:
672:
663:
654:
645:
636:
610:Bibliography
574:
556:Kjell Opseth
537:
533:Georg Apenes
531:'s director
513:
501:
484:
476:
458:
442:
405:
386:
365:
354:
333:
308:Bodø Airport
297:
280:
270:pilot errors
258:
221:
217:
216:
139:Registration
18:
1459:(June 1985)
1432:(June 1978)
1316:(June 1936)
1298:(July 1897)
1288:Before 1940
1216:Aftenposten
790:Aftenposten
487:written off
158:Destination
100: /
64:pilot error
35:sister ship
2074:Categories
2054:Flight 933
2049:Flight 839
2044:Flight 744
2039:Flight 710
1475:(May 1988)
1308:(May 1928)
605:References
541:Parliament
389:turbulence
310:at 13:30 (
300:back pains
192:Fatalities
176:Passengers
88:11°42′30″E
85:64°29′20″N
2120:Overhalla
2059:Norsk Air
450:fractures
428:Aftermath
357:localizer
254:Overhalla
232:), was a
226:Norwegian
208:Survivors
168:Occupants
77:, Norway
75:Overhalla
277:Accident
200:Injuries
128:Operator
113:Aircraft
43:Accident
2024:History
2013:Widerøe
1635: (
1633:in 1993
1053:Nordlys
623:. 1996.
543:by the
132:Widerøe
62:due to
56:Summary
2110:Namsos
1951:Dec 26
1931:Nov 26
1921:Nov 20
1911:Nov 13
1891:Oct 27
1881:Oct 26
1871:Sep 21
1861:Sep 14
1851:Aug 28
1841:Aug 26
1831:Aug 18
1821:Aug 12
1811:Jul 31
1801:Jul 26
1791:Jul 23
1771:May 19
1761:Apr 27
1751:Apr 26
1741:Apr 24
1731:Apr 18
1721:Apr 14
1691:Mar 31
1671:Feb 11
1305:Italia
577:SINTEF
551:, but
143:LN-BNM
73:Berg,
2034:Fleet
1941:Dec 1
1901:Nov 4
1781:Jul 1
1711:Apr 6
1701:Apr 1
1681:Mar 5
1661:Feb 8
1651:Jan 6
1570:2010s
1543:2000s
1484:1990s
1441:1980s
1414:1970s
1395:1960s
1368:1950s
1325:1940s
629:Notes
446:sleet
383:Cause
316:UTC+1
236:of a
1637:1993
465:and
184:Crew
70:Site
48:Date
547:'s
399:or
373:ELT
350:hPa
346:QNH
2076::
1141:^
920:^
836:^
799:^
725:^
713:^
681:^
326:,
322:,
314:,
228::
211:13
203:13
179:17
171:19
2005:e
1998:t
1991:v
1639:)
1622:e
1615:t
1608:v
1266:e
1259:t
1252:v
224:(
195:6
187:2
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
