Keflavik

The Fokker F-27, registration YN-BZF, was engaged on a delivery flight from North Yemen to Nicaragua. For the purpose of extended range two 200 US gal auxiliary ferry fuel tanks had been installed in the cabin of the aircraft. YN-BZF departed on 11 April 1985 from North Yemen (Sanaa) via Saudi Arabia (Jeddah), Egypt (Cairo) to Greece (Athens). The flight proceeded from Greece on 19 April 1985 via Italy (Genoa) to Scotland (Prestwick). On 20 April 1985 the flight proceeded from Prestwick via Stornoway to Reykjavik (Iceland) where it arrived at 15:48 hours. Since the crew had been unable to retrieve fuel from the auxiliary ferry fuel system during the preceding part of the flight, they checked the system during the stay at Reykjavik, and they found it to be in working order. An additional check was done by experienced Icelandic F-27 engineers. In the opinion of the ground engineers the auxiliary fuel system "was not very professionally looking" and they "got the feeling that the crew was not quite certain of how to operate it". They advised the crew on how to operate the fuel system and do a ground run to see if it worked. After having received weather information and ATC clearance, the crew took off at 17:21 hours, heading for Kangerlussuaq-Søndre Strømfjord Airport. At 18:32 the Pilot-in-Command transmitted a message to Iceland radio, whom he asked to extend his thanks to the Icelandic engineers with the message that the auxiliary ferry fuel system was working correctly. This message was transmitted prior to passage of Kulusuk at 19:35 hours. During the flight from Reykjavík, Iceland to Greenland the crew informed the air traffic control that problems had arisen with retrieving fuel from the auxiliary ferry fuel system. At 19:50, approximately 50 NM west of Kulusuk, the crew radioed to the radar station BIG GUN about fuel problems, as it had been discovered that the auxiliary ferry fuel system did not function after all. Thus encountering a reduction of fuel reserves by approximately 400 US gal together with a ground speed of only 180 knots the crew decided to return for landing at Kulusuk Airport. However, due to deteriorating weather conditions the aerodrome could not be located. The flight diverted hereafter westbound for an emergency landing at a radar station, "SOB STORY", on the icecap. During descent the aircraft collided with the icecap.

While on a ferry flight from Goose Bay to Keflavik, the twin engine airplane crashed in unknown circumstances in the North Atlantic Ocean. Both occupants were killed.

While taxiing at Keflavik Airport, the left main gear collapsed. The airplane sank on its belly, causing the propellers of both left engine to struck the ground as well. A fuel tank was punctured and a fire erupted. All 17 occupants were able to evacuate safely while the aircraft was destroyed by fire.

After touchdown, the airplane went out of control, veered off runway and collided with a hangar. There were no casualties but the aircraft was damaged beyond repair.

The aircraft, with two pilots and seven passengers on board was being flown from Stuttgart to Toronto via Shannon, Keflavik and Frobisher. The flight was routine as far as Keflavik. After startup at Keflavik the aircraft remained 18 minutes on the ground before takeoff. Departure was at 2131Z (27 February), and the flight was undertaken at FL390 against a 30 knot wind component, using a GNS-200 on-board navigation system. The aircraft navigation was satisfactory until 2352Z, 285 NM east of Frobisher (approximately 65° N 58° W). At this point the GNS-200 navigation system became unusable for 10 minutes due to a dropout of signals from the very low frequency ground stations on which it depended for operation. The aircraft has been tracked by a military radar network until it neared the Canadian coast. Near the coast the aircraft made a turn to the left of about 20°, but did not subsequently turn back to the right toward Frobisher, as might have been expected. Radar surveillance was not continued beyond that point. The Frobisher main, high power non-direction beacon (FY-206 Khz), went off the air at 0010Z and was restored to service at 0059Z. The standby transmitter failed to operate. At 0013Z, and ATC descent clearance was passed to the aircraft through Frobisher Aeradio; no information was included regarding the status of the radio navigation aids at Frobisher. At 0014Z, the clearance was acknowledged by the flight crew and a descent was commenced. At 0025Z, the flight radioed Frobisher that the radio beacons were not being received; then, that the DME (Distance Measuring Equipment) signals were not being received. The aircraft was at relatively low altitude by this time and lost radio contact with Frobisher. At approximately 0040Z, a small jet aircraft, believed to be CF-BRL, was observed to circle once at low altitude over the radio beacon at Brevoort Island, 120 NM east of Frobisher, and depart in the direction of Frobisher. At 0050Z, at the request of Frobisher Aeradio, an overflying airline jet contacted CF-BRL and learned it was at 4,500 feet (1,372 metres) asl. The pilots were 'lost' and asked whether Frobisher radio beacons were being received. Shortly thereafter, they reported receiving a Frobisher beacon (radio range station, FB 263 KHz, 400 watts) and altering course toward it. They sais they were low on fuel. At 0056Z, the pilot of CF-BRL announced 'both fuel lights are on and we are starting down from 4,500 feet'. The aircraft struck the side of a hill at 0058Z. The wreckage was found 120 km southeast of the destination airport. All nine occupants were killed.

The crew was returning to Keflavik after having delivered various equipment at Höfn-Hornafjörður Airport. While flying along the south coast of the island, the crew encountered icing conditions and as the pilot was unable to maintain the prescribed altitude, he decided to attempt an emergency landing. The airplane belly landed in a snow and icy terrain located in the uninhabited area of Sólheimasandur. While all seven occupants were rescued, the aircraft was damaged beyond repair and abandoned on site.

The crew was completing a charter flight from Keflavik to Saint John's, Newfoundland. En route, both engines failed simultaneously due to fuel exhaustion. The crew elected to make an emergency landing when the airplane crashed into the Atlantic Ocean about 160 km east of Saint John's. All three occupants were killed in the accident.

Shortly after takeoff from Mirabel Airport, while in initial climb, both engines stopped simultaneously. The pilot-in-command reduced his altitude and completed a safe belly landing in a snow covered field located near the airport. The airplane slid for several yards before coming to rest. All six occupants escaped uninjured while the aircraft was damaged beyond repair.

The aircraft was engaged in a humanitarian flight from Moscow to Lima, Peru, carrying 15 passengers, a crew of eight and various goods in favor of the victims of the recent earthquake. About 47 minutes after takeoff from Keflavik Airport, radio and radar contact were lost with the aircraft that crashed in unknown circumstances into the North Atlantic Ocean. SAR operations were conducted jointly by Canadian, American, Iceland and Soviet Authorities but not trace of the aircraft nor the 23 occupants was found. All SAR operations were suspended after a month.

The aircraft was completing a transatlantic flight from Geneva to Goose Bay with an intermediate stop in Keflavik. On final approach to Goose Bay Airport, both engines failed simultaneously. The crew realized he could not reach the airport so the captain decided to attempt an emergency landing. The airplane belly landed, slid for several yards and came to rest 11 km short of runway. All seven occupants were rescued while the aircraft was damaged beyond repair.