Primera Air 737-800 off runway BIKF
 

Apparently KEF is closed due to Primera air 737 skidded of RWY 19 during landing in some snow. Anybody with more details?

Possibly PRW 108 ALC-KEF off the departure end of 19 on landing? :confused:

Looks like the airport is now open, ICE 645 just lifted 29 off for IAD.

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...

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...

At least they did not destroy the ILS antenna.


http://cdn.mbl.is/frimg/9/60/960810.jpg

Apparently it was their 2nd app...

Add it to the evacuation checklist... :ok:

According to the Notams listed many approaches for RWY19 were not available. Anyone knows what type of approach they flew?

Conveniently, they left it on for the tow back up runway 01 and to the ramp arriving at about 2255Z. :ok::

https://www.flightradar24.com/data/f...6f108/#d36ba7c

Since the plane was towed pretty quickly, hopefully little damage done.

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.

As a matter of interest, what would they file as the alternate for BIKF?

BIEG depending on wx. Not the best place to end up though. Depending on payload and times you are then looking at mainland Scotland.

It was always worth a check on RFF for BEIG - a suffix number you're probably not used to seeing and therefore should read up on just how limited it was.

Rob

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.

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.

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 .

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....

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.

Although I wasn't in kef that day, there are tempo approach charts for runway 19 available to the displaced threshold.

Looks like the plane is back on the line, it operated KEF-ALC-KEF on 02 May 17. :ok: