What happened
On October 28, 2019, an Icelandair Boeing 757-200, registration TF-ISF, was operating a scheduled passenger flight from Seattle (KSEA) to Keflavik Airport (BIKF). During the approach, the flight crew discovered that fuel consumption during the transatlantic leg had exceeded original estimates, leaving the aircraft with significantly less fuel than planned.
Simultaneously, the operational status of Keflavik Airport had changed due to a runway excursion involving aircraft N812AM on runway 01. This incident rendered runway 10/28 unusable, effectively closing the airport to landings. The crew of flight 680 was directed to a holding pattern at 6,000 feet near waypoint SOPAR.
Seeking an alternative, the crew requested braking action information for their filed alternate, Reykjavik Airport (BIRK). Keflavik Approach informed the crew that obtaining updated braking measurements for Reykjavik would take approximately 30 minutes. Given their dwindling fuel reserves, the crew determined they could not wait for this information and that Keflav avik was their only viable option. At 06:20, the crew declared a fuel emergency. Despite the runway being closed due to the previous incident, the crew was cleared to land on runway 01 at 06:25 and touched down at 06:26. The aircraft landed with approximately 2.6 tons of fuel remaining, which was above the defined final reserve of 1,666 kg.
The investigation
The RNSA investigation examined the coordination between air traffic control centers and various Icelandic airports. The investigation revealed that while Reykjavik Airport was being prepared for its morning opening, braking action measurements had already been successfully completed at 05:49 and 06:03. However, a lack of communication meant that Keflavik Approach was unaware of these updates and incorrectly informed the crew of a 30-minute delay.
Furthermore, the investigation analyzed the feasibility of using Reykjavik Airport as an alternate. It was determined that the time required to upgrade Reykjavik's rescue and firefighting capabilities to CAT-7, alongside the time needed for runway maintenance (snow clearing and sanding), often exceeds the flight time of a diverting aircraft arriving from a transatlantic route.
Findings
- The primary cause of the incident was a runway excursion by aircraft N812AM, which forced the closure of the only available runway at Keflavik.
- The crew's decision to land on a closed runway was driven by insufficient alternate fuel to account for the time required to make the alternate airport operational during its closing hours.
- A critical lack of communication existed between Keflavik Approach and Reykjavik Airport, leading to the crew receiving outdated information regarding braking action availability.
- The runway conditions at the alternate airport (BIRK) and the unmaintained state of runway 10 at Keflavik contributed to the complexity of the situation.
Safety action
- The RNSA recommends that flight operators ensure flight planning includes sufficient alternate fuel to account for the time required to open an airport if it is scheduled to be closed during the expected arrival time.
- Recommendations were made to improve communication links between airport operations and air traffic control, and to review staffing levels for rescue and firefighting services at regional airports.