PROBABLE CAUSE: "The first officer's inadvertent deployment of the ground spoilers in flight while he was attempting to arm the spoiler system. The captain's decision to delay arming of the spoilers until just before touchdown was a contributing factor, because the timing varied from normal procedures and required the crewmembers to act quickly, without time for corrective action."
As a result of an accident near Toronto on July 5, 1970, involving an Air Canada DC-8, the Federal Aviation Administration issued Airworthiness Directive AD 70-25-02 cautioning pilots against in-flight operation of ground spoilers by requiring the installation of a warning placard in the cockpit and the insertion of an additional Operating Limitation in the Flight Manual.
Following this incident the NTSB issued safety recommendations A-73-111 and -112 on December 9, 1973. These recommended the FAA to 1) Require that a protective device be installed as a part of the activating lever mechanism of the ground spoiler system in DC-8 aircraft; and 2) Amend 14 CFR 25 (Airworthiness Standards) to require that ground deceleration devices which directly affect the lift generated by the wings be designed so that they cannot be inadvertently operated in flight.
Responding to recommendation A-73-111, the FAA issued another Airworthiness Directive (AD 74-04-02), a.o. regarding the installation of a spoiler handle lockout.
Regarding A-73-112, the FAA believed that FAR 25.671, 25.685, 25.697 and especially FAR 25.697(b) and 21.21(b) (2), as presently written, are adequate to ensure airworthy designs.
The NTSB closed the recommendation May 1974, filing it as "closed -- unacceptable action".
This map shows the airport of departure and the intended destination of the flight. The line between the airports does not
display the exact flight path.
Distance from Reykjavík-Keflavík International Airport to New York-John F. Kennedy International Airport, NY as the crow flies is 4131 km (2582 miles).