Primera Air 737-800 off runway BIKF
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Possibly PRW 108 ALC-KEF off the departure end of 19 on landing? 
Looks like the airport is now open, ICE 645 just lifted 29 off for IAD.
Looks like the airport is now open, ICE 645 just lifted 29 off for IAD.
Last edited by Airbubba; 29th Apr 2017 at 01:46.
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Simon at AVHerald came up with the same answer at about the same time (with METARS, of course 
):
Incident: Primera Nordic B738 at Keflavik on Apr 28th 2017, overran runway on landing
Now, if somebody will remember to turn off that transponder...
):Incident: Primera Nordic B738 at Keflavik on Apr 28th 2017, overran runway on landing
Now, if somebody will remember to turn off that transponder...
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Thankfully no one injured, except maybe one or two egos. Hope they, Primera, do not turn this into a habit 10 years ago the slid of the other end, then Jet X...
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Conveniently, they left it on for the tow back up runway 01 and to the ramp arriving at about 2255Z. 
:
https://www.flightradar24.com/data/f...6f108/#d36ba7c
Since the plane was towed pretty quickly, hopefully little damage done.
:https://www.flightradar24.com/data/f...6f108/#d36ba7c
Since the plane was towed pretty quickly, hopefully little damage done.
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Anyone knows what type of approach they flew?
Indeed. The Notams mention ILS & DME & RNAV all unavailable. What's left. The METAR shows bad vis in SN and low cloud.
Apparently it was their 2nd app...
If true this invites many questions about the type of approach, an alleged GA and what was the reason for an 2nd attempt. Any kind of approach which puts you on profile for the normal threshold, but then you have to adjust and extend the touchdown due to displaced threshold (here 600m) is hugely demanding and difficult. In those weather conditions extremely challenging. One wonders if the approach lights were still in use. TDZ & CL lights u/s. So what approach did they use, what DA did they use and what was the required vis? The METAR says 800m SN and the threshold was displaced 860m with no CL lights, but I expect some green threshold lights, but would they have been visible at DA?
Lots of questions and not yet any answers, but with, thankfully, everyone surviving those answers should be easy for an enquiry to discover quite quickly.
Indeed. The Notams mention ILS & DME & RNAV all unavailable. What's left. The METAR shows bad vis in SN and low cloud.
Apparently it was their 2nd app...
If true this invites many questions about the type of approach, an alleged GA and what was the reason for an 2nd attempt. Any kind of approach which puts you on profile for the normal threshold, but then you have to adjust and extend the touchdown due to displaced threshold (here 600m) is hugely demanding and difficult. In those weather conditions extremely challenging. One wonders if the approach lights were still in use. TDZ & CL lights u/s. So what approach did they use, what DA did they use and what was the required vis? The METAR says 800m SN and the threshold was displaced 860m with no CL lights, but I expect some green threshold lights, but would they have been visible at DA?
Lots of questions and not yet any answers, but with, thankfully, everyone surviving those answers should be easy for an enquiry to discover quite quickly.
"Mildly" Eccentric Stardriver
I was always unhappy operating a 737-300 into BIKF. Our selected alternate was BIAR, another interesting airfield. I was always keeping a close eye on PNR fuel to make it back to UK. During the day, not so bad, since Stornoway was normally available, but at night it really had to be Glasgow. Once committed, OK, BIAR it was going to be. A useable airfield, but not ideal.
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Seems that runway 19 has temp displaced threshold with reduced distances due work resulting in limited nav-aids and not full lighting available. Not ideal in adverse snowy weather conditions.
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It's a shame KEF can't wait till the weather has really improved before messing about with their runways once more.
They were landing 10/28 yesterday, ILs 10 with LDA of 2166 m.
Bit lean .
They were landing 10/28 yesterday, ILs 10 with LDA of 2166 m.
Bit lean .
Last edited by Meester proach; 2nd May 2017 at 11:43. Reason: Autocorrect
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That is true. KEF (ISAVIA) is making a mess of this resurfacing project. It took at least 5 months last summer to resurface approximately 2000m of rwy 19/01. The contractor allegedly only working 8-10 hrs a day (which were the terms of the tender) while operators into KEF were "bleeding" for that with delays on gnd/in air, longer taxi times, etc. Besides the new asphalt appears uneven and not up to standard, with snow clearing crews repeatedly having difficulties working it up to a sufficient braking coefficient compared to the old surface that is still in place. But maybe thats could always be the case with new asphalt on rwys.
Reykjavik (BIRK), Akureyri (BIAR) and Egilstadir (BIEG) are the other airports in Iceland to accommodate a B737.
Reykjavik is close to BIKF with longest rwy 1550m. Akureyri has a 2400m rwy in a fjord at the north coast. High terrain and no precision approach. Egilstadir has around 2000m rwy but with high terrain as well and ILS and RNAV approaches.
After that its just Scotland....
Reykjavik is close to BIKF with longest rwy 1550m. Akureyri has a 2400m rwy in a fjord at the north coast. High terrain and no precision approach. Egilstadir has around 2000m rwy but with high terrain as well and ILS and RNAV approaches.
After that its just Scotland....
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To those operators who were in the same boat that day, what approaches were available to that runway and with what minima? Knowing that is important to surmising what happened. Did anyone else make a successful landing on that runway? It's simply that I can't imagine any approach available to such a large displaced runway useable in the METAR given.