Near-Collision Between Two Aircraft at Keflavík Airport (TF-ICG)

Incident Overview and Location On 20 February 2024, at 14:25 local time (UTC+0), a near-collision occurred in the final approach area for runway 19 at Keflavík Airport. The event involved two aircraft: an Airbus 320, registration TF-PPB, operating as flight FPY6001, and a Boeing 737-8, registration TF-ICG, operating as flight ICE29E. The investigation was conducted under Icelandic law, which focuses on identifying causes to prevent similar incidents rather than assigning blame. ## Aircraft and Personnel The Airbus 320 (TF-PPB) was a 2022 model with serial number 10134, while the Boeing 737-8 (TF-ICG) was a 2018 model with serial number 42836. Both aircraft held valid airworthiness certificates. The incident occurred while a student air traffic controller was operating the tower and ground frequencies at Keflavík Airport under the supervision of an experienced air traffic controller who was training the student. The student had approximately half of their practical training completed, while the supervising controller had been working at Keflavík tower since 2018 and was training a student for the first time. ## Operational Context and Weather At the time of the incident, the weather at Keflavík Airport was reported as: METAR BIKF 1430Z 19008KT 9999 VCSH SCT018CB 03/02 Q0984. Flight FPY6001 had been conducting touch-and-go landings in visual flight rules (VFR) conditions on runway 19 for approximately one and a half hours, starting around 13:00. Flight ICE29E was on an instrument flight rules (IFR) approach to runway 19 via waypoints ELVUM and KFI19, transitioning from approach control to the Keflavík tower. ## Sequence of Events At 14:22:01, the student controller informed FPY6001 that it was number one for landing on runway 19. The crew confirmed and requested a 3 NM final approach, consistent with previous approaches. At 14:24:54, the supervising controller instructed the student to inform FPY6001 of traffic on a 9 NM final approach. At 14:24:59, the student relayed this information to FPY6001, which responded that it was turning base. However, the investigation revealed that ICE29E was not on a 9 NM final approach. At 14:24:51, ICE29E had just turned onto final approach via KFI19 at a distance of 7.6 NM from runway 19. By 14:24:59, when FPY6001 received the traffic information, ICE29E was actually 7.2 NM from the runway. At 14:25:17, ICE29E contacted the Keflavík tower, reporting that it was established on the ILS for runway 19. At this point, ICE29E was 6.3 NM from the runway. The ICE29E crew had recently switched from the approach frequency to the tower frequency and had heard that traffic was turning base but did not know the type of aircraft. They assumed it was likely a small training aircraft conducting touch-and-go landings. At 14:25:22, the student controller responded to ICE29E: “ICEAIR 29E Keflavik tower. Number two for RWY 19. Wind 210/7, proceeding traffic turning right base now.” The investigation noted that the type of aircraft on base was not specified, contrary to the air traffic controller’s manual (MANOPS 300.7.3), which states that essential local traffic shall be described so as to be easily identified. The ICE29E crew found it unusual to be number two while on final approach and close to the airport. At 14:25:33, the ICE29E crew acknowledged: “Roger. Number two for approach. We are 5 miles out 29E.” At this time, ICE29E was 5.4 NM from runway 19. After acknowledging their position, ICE29E descended from the clouds. The crew noticed traffic on TCAS and visually acquired the Airbus 320 (FPY6001) on base, heading toward the same point and altitude as ICE29E on final approach. At 14:25:45, the ICE29E crew called: “Ok. We have this traffic in sight. It is coming very close now, ICEAIR29E.” At this moment, the two aircraft were 2.2 NM apart. FPY6001 was at approximately 1,200 feet on the right base for runway 19, while ICE29E was at approximately 1,900 feet on final approach. Immediately after, FPY6001 called: “Play Air 6001, we are turning further right, discontinuing approach, turning right.” The supervising controller responded: “Play Air 6001, roger make orbit present position and rejoin it downwind. You will be number two behind the 737.” ## Separation and Findings The minimum vertical separation recorded was 50 feet, with the aircraft 1.63 NM apart. The minimum longitudinal separation was 1.56 NM, with a vertical separation of 375 feet. The incident occurred in Class D airspace, where separation services between VFR and IFR traffic are not provided unless requested. The FPY6001 crew had not requested separation services from IFR traffic. The Icelandic Transport Authority (RNSA) concluded that the tower training had an impact on the incident. No safety recommendations were made in the report.