Atlantic Airways Flight 670 was a crash following a runway overrun of a British Aerospace 146-200A at 07:32 on 10 October 2006 at Stord Airport, Sørstokken, Norway.

The Atlantic Airways aircraft fell down the steep cliff at the end of the runway at slow speed and burst into flames, killing four of sixteen people on board.

This selection caused the brakes to completely lock, resulting in reverted rubber hydroplaning, a condition in which the tires became extremely hot due to frictional forces, and the water on the damp runway surface evaporated to steam, effectively causing the tires to float on a cushion of steam over the runway surface, greatly reducing braking action.

The aircraft had landed at Sola at 23:30 the day before and a 48 flying hour scheduled inspection was carried out during the night and completed at 05:00.

[3] The weather was reported as wind speed of 3 metres per second (5.8 kn; 11 km/h; 6.7 mph), a few clouds at 750 metres (2,460 ft) altitude, visibility exceeding 10 kilometres (6 mi; 5 nmi) and air pressure (QNH) of 1,021 hectopascals (102.1 kPa; 14.81 psi).

[2] The aircraft was a British Aerospace 146-200 (BAe 146), serial number E2075, registered OY-CRG, first flown in 1987 and originally sold to Pacific Southwest Airlines, in the United States.

It has powerful wheel-brakes and airbrakes, with large spoilers to dump lift immediately on touchdown, but lacks thrust reversers.

[9] The airline was flying a long-term charter contract with for Aker Kværner, who was participating in the construction of the gas field Ormen Lange in the vicinity of Molde.

The company also flew to Alta Airport from Stavanger and Stord in relation to the construction of Snøhvit.

[11] The pilots aimed for a ground speed of 112 knots (207 km/h; 129 mph) at touchdown and were guided by the precision approach path indicator.

Aware that the aircraft most likely would overrun, the commander opted to not steer it off the left where there was a steep descent, or to the right where there were rocks.

As a last resort, the commander attempted to reduce speed by skidding the aircraft by first steering it right, and then abruptly to the left.

The police were then notified four minutes later, as was the Joint Rescue Coordination Centre of Southern Norway, who dispatched air ambulance services.

[16] Once the aircraft had come to a halt, the pilots turned off the fuel supply and activated the engine fire extinguishers.

Most light alloy components in the engines were destroyed, although the compressor blades were intact and showed no sign of damage prior to impact.

The first skid marks found to be by OY-CRG was at 945 metres (3,100 ft) past the threshold for runway 32.

[27] The flight data recorder was recovered but had sustained substantial fire damage, exceeding its design limits.

[25] The sound files were sent to the Accident Investigation Board Finland, who were able to establish a timeline and that the spoiler lever had been set correctly.

[29] All cockpit communication was strictly related to the flight and proper crew resource management was executed.

[11] The pilot stated that he believed the aircraft had sufficiently low speed that it would have stopped had the runway been 50 to 100 meters (160 to 330 ft) longer.

The first officer estimated the speed at the overrun time at 5 to 10 kilometres per hour (2.7 to 5.4 kn; 3.1 to 6.2 mph) and that the aircraft would have stopped had the runway been 10 to 15 metres (33 to 49 ft) longer.

[9] AIBN quickly started working out from a hypothesis that the spoilers did not deploy and investigated three possible causes: a mechanical failure in the lever, a failure in two thrust lever micro switches, and an open circuit breaker in the lift spoiler system.

[31] The commission found that the approach and landing were normal with natural variations but that the spoilers were not deployed when the pilot pulled the lever.

The pilots received warning of the failure of deployment and also noticed the lack of sufficient retardation, but failed to connect the two issues, instead focusing on the wheel brakes.

In this incident the wheels locked and the tyres rapidly heated due to friction with the runway surface.

Combined with damp conditions on a non-grooved runway, this situation resulted in reverted rubber hydroplaning, a state where the heated rubber created a layer of steam between the tyres and the runway thereby further significantly decreasing the effectiveness of the braking system and adding approximately 60% to the distance required to stop.

[33] The airport's physical geography and lack of adequate safety were decisive in the outcome of the accident.

[36] At an international football match on 11 October between France and the Faroes, a minute's silence was held in memory of the dead.

The crash is featured in "Edge of Disaster", an episode in Season 15 of Mayday and premiered on 10 February 2016 on the National Geographic Channel.