Ben88 From United States of America, joined Dec 1999, 1093 posts, RR: 2 Posted (15 years 1 week 2 days 4 hours ago) and read 6694 times:
**If you are familiar with this incident, skip the first paragraph**
**"Air Disasters" by Marriot, Stewart, and Sharpe is credited with the quotes and information presented in this post.**
For those who do not know about this accident, it involved two 747's (Pan-Am & KLM) at Tenerife, Canary Islands in 1977. The KLM 747 had just completed a 180 degree turn and was lined up awaiting takeoff clearance. The Clipper jet was on the runway, facing the KLM 747, although they could not see each other. They were instructed to turn off on the charlie 3 taxiway and then report to Approach control. (the approach freq. was being used for both takeoff and approach) In any case, the KLM started its take-off roll and by the time the two jets saw each other, it was too late. The KLM captain pulled back on the yoke, but the main landing gear struck the Clipper jet at the position of the number three engine,(from left) as it was frantically trying to turn off of the runway. The KLM 747 then "skidded for 1,000 feet and as it did so the aircraft slid to the right, rotating clockwise through a 90 degree turn before coming to a halt." The plane was immediately engulfed in flames, and all occupants were killed. The whole upper portion of the Clipper 747 had been ripped off, and the pilots escaped through a hole in the front of the fuselage. "Of the 396 passengers and crew aboard the Pan Am flight, only 70 escaped from the wreckage and nine later died in the hospital."
**And now on to the cause**
I was always under the impression that the KLM captain was at fault for this accident, but further research on the subject may have changed my mind. Picture this scenario for a moment: The KLM 747 is lined up and ready for take-off. The Pan Am 747 is still on the runway facing KLM, and is searching for Charlie 3 through the confusion of dense fog and heavy atc accents. I'm going to pick it up at KLM's request for take-off clearance:
KLM F/O: "KLM4805 is now ready for takeoff and we are waiting for out ATC clearance"
At this time, the Clipper 747 had inadvertently passed the C3 exit and continued towards the KLM 747.
Approach: "KLM4805, you are cleared to the papa beacon, climb to and maintain flight level nine zero. Right turn after take-off, proceed with heading four zero four until intercepting the three three five radial from Las Palmas"
The KLM captain assumed this to be a take-off clearance by approach control. He opened up the throttles and released the brakes.
KLM F/O: "Ah, roger sir, we're cleared to the papa beacon, flight level nine zero. Right turn out, zero four zero, until intercepting the three two five. We are now at take off."
The final sentence was not understood by the Pan-Am 747 or the ATC officer.
The next two transmissions were almost simultaneous, and the KLM 747 heard neither of them. Only a squeal and unintelligible blurbs were heard in their cockpit.
Approach: "stand by for take-off, I will call you."
Pan Am F/O: "No, uh....and we are still taxying down the runway, the clipper 1736"
Approach: " Roger, papa alpha 1736, report the runway clear"
This was the one and only time that the ATC officer referred to the Pan Am 747 as "papa alpha."
Pan Am 747: "Ok we'll report when we're clear"
Approach: "Thank You"
The KLM F/E expressed some concern, but was quickly brushed off by the captain and F/O.
KLM F/E: " Is he not clear that Pan American?"
KLM captain: "oh, yes"
A few seconds later, the two jets collided. There was obviously a lot of confusion during the minutes before this accident. In MY opinion the three critical errors were:
1.) The failure of the KLM 747 captain to obtain absolutely certain clearance in the low visiblilty.
2.) The ATC officers' failure to immediately re-transmit the following message, "stand by for take off, I will call you." The KLM crew never responded to the message, and the officer should have re-transmitted it right away to be sure they understood.
3.) The lack of directional support (namely signage) to help pilots navigate on the ground in low visibility.
HB-IGG From , joined Dec 1969, posts, RR:
Reply 1, posted (15 years 1 week 2 days 4 hours ago) and read 6592 times:
From the information that I have either te F/O andthe F/E told the Captain that they were not sure about clearence for takeoff.
Maybe I'm wrong but I think that the main reason for this disaster was "once again" the captain not listening
to his krew
I hope that those kind of errors won't happen again!!!
HB-IGG From , joined Dec 1969, posts, RR:
Reply 4, posted (15 years 1 week 2 days 3 hours ago) and read 6571 times:
Have you read "THE NAKED PILOT" it may sound funny but I found it wery good!
Well I just cheked and the F/E allerted the Capt. before takeoff PWR ,newer mind at least we agree on the decision mistake!!
""THE NAKED PILOT" DAVID BEATY""
Ben88 From United States of America, joined Dec 1999, 1093 posts, RR: 2
Reply 5, posted (15 years 1 week 2 days 3 hours ago) and read 6562 times:
Yes the KLM F/O said "wait a minute, we don't have atc clearance." That's where I began with my post. He then requested take-off clearance. The KLM F/E said, "Is he clear that Pan American" after they had been rolling for quite a while. So in essence, the captain made two errors. The first could have been just as critical as the second ended up being.
DesertJets From United States of America, joined Feb 2000, 7843 posts, RR: 14
Reply 6, posted (15 years 1 week 2 days 2 hours ago) and read 6556 times:
Some interesting items on the KLM captain. He was the seniormost captain for KLM and had been used extensively in the advertising saying how safe flying was. When the crash occured the head of KLM attempted to call this captain before he realized he was the one at Tenerife. All of this points out several issues, first of all since then cockpit crews have had more ability to double check and question the captain's decision... or rather the captain is no longer a dictator, secondly it brings up the issue of what value experinence has when one gets too set in their ways and does not listen to the other crew members inputs. It was surely tragic what happened that day, but some of the feats of heroism by the Pan Am F/A's are also quite amazing.
Stop drop and roll will not save you in hell. --- seen on a church marque in rural Virginia