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AASMAN
Mohsin Azhar Shah (GL) BAM- 9205
Saqib Mehmood BAM-9207Saad Shoaib BAM-9210
Arslan Aslam BAM-9234
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Areas to be Covered
General Overview of the Accident (How it
happened?)
Investigation
Findings
Conclusion
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GeneralOn March 27 1977, two Boeing 747 jumbo jets collided on a
runway at Tenerife airport, Tenerife, in the Canary Islands,
making this the world's worst civil aviation disaster.
Geographical Location
The Canary Islands are located in the
Atlantic Ocean, off the Western coast of Africa,
They are volcanic islands.
Tenerife-North Los Rodeos Airport, in Tenerife,
Canary Islands Spain is the airport where an
accident was occurred.Canary Islands
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Tenerife North Los Rodeos Airport
This Tenerife North Los Rodeos Airport layout has one 12- 30 RWY and fourexit taxi ways as shown above in the diagram. This is a small and busy airport.
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Unfortunately, On March 27 1977, A bomb had
exploded at Las Palmas Airport so it was closed forrepair and due to warning of second explosion.
Many flights are diverted to Tenerife North Los Rodeos
Airport and it was saturated with traffic.
Turning Point
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Overview of the Accident Due to diversion, Both 747 landed at Tenerife North
Los Rodeos Airport. First is KLM 747-206B (KLM 4805) with 248 people onboard,
including 14 crew had landed before Pan Am Boeing 747-121
Second is Pan Am Boeing 747-121, (flight1736) from LosAngeles and New York to Las Palmas having 396 people
including 16 crew onboard that landed at Tenerife airport.
.
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Taxiways were congested, So.
KLM 747 was instructed to backtrack on runway12 making 180 turn to line up for take-off onrunway 30.
Overview of the Accident
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Three minutes later at 17:02,The Pan Am flight 1736 was then
cleared to backtrack runway 12 to follow the KLM aircraft
The Pan Am crew were told to leave the runway at the third
taxiway and report when leaving.
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RWY was not visual to tower.
The visibility was less than 200 meters.
KLM lined up with RWY 30
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13/29Overview of the Accident
After lining up on runway 30, KLM 747 started its take off role
When Pan Am was about to leave RWY Suddenly the Pan Am
captain spotted the landing lights of the KLM Boeing 747 just
700 meters away in the fog.
The Pan Am crew set full throttle
to leave the runway as quickly as
possible, but it was too late.
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Dutch KLM 747 was about 170 knots. The captain
applied full back stick pressure in order to take off and
fly over the other 747. The nose climbed, the tail struckthe runway, producing sparks. The aircraft climbed one
meter above ground, but this wasn't enough.
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The KLM 747crashed. There were
no survivors, all of the
248 people onboard
expired.
In the Pan Am 747,64 people, including the
First Officer survived, out
of 396.
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The heat produced by the fire on Pan Am
aircraft cleared the fog 1 Km around the crash
scene
583 Fatal injuries
64 people survived
Consequences of Accident
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About 70 crash investigators from Spain, the
Netherlands, the United States, and the twoairline companies were involved in theinvestigation.
KLM CVR The KLM and Pan Am 747s are both in queue
to taxi down the runway and turn around fortakeoff. The KLM aircraft is ahead of the Pan
Am aircraft.
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CVR transcript showed that the KLM pilot was
convinced that he had been cleared for takeoff, while
the Tenerife control tower was certain that the KLM
747 was stationary at the end of the runway and
awaiting takeoff clearance.
It appears KLM's co-pilot was not as certain about
take-off clearance as the captain
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Evidences showed that there had beenmisinterpretations and false assumptions.
Pan Am CVR
The controller instructed Pan Am 747 to traveldown the runway and then exit it via C3
taxiway.
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Pan Am CVR
F/O of Pan Am was convinced that the controller had intended
that they take the fourth exit C4 because it was the most
appropriate taxiway for Pan AM 1736. However, the controller
delivered the message to take "the third one, sir; one, two,
three; third, third one.
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Probable Causes
The fundamental cause of the accident was that Captain ofKLM 747 took off without takeoff clearance.
He had a desire to leave as soon as possible in order to
comply with KLM's duty-time regulations, and before the
weather deteriorated further.
The Pan Am aircraft had not exited the runway at C-3.
Misunderstanding or misinterpretation; Simultaneous radio
transmissions, with the result that no message could be
heard.
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1705:53.4 APP: KLM 8705 uh you are cleared to thePapa beacon. Climb to and maintain flight level 90 ...right turn after takeoff proceed with heading 040 untilintercepting the 325 radial from Las Palmas VOR.
1706:09.6 KLM RT: Ah, roger, sir, we're cleared to thePapa beacon flight level 90, right turn out 040 untilintercepting the 325, and we're now at takeoff.
1706:12.25 KLM 1: Let's go ... check thrust.1706:18.19 APP:Okay.
Use of ambiguous non-standard phrases by the KLMco-pilot ("We're at take off") and the Tenerife control
tower ("OK").
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When both Air Traffic Control and Pan Am RT speak
simultaneously. This causes a shrill noise in the KLMcockpit (Heterodyne) that lasts for almost fourseconds.
1706:20.08 APP: Stand by for takeoff ... I will call you.PA1: No, uh.
PA RT: And we are still taxiing down the runway, theClipper 1736
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No CRM in KLM cockpit; Perhaps because of the KLMpilot's very senior position, neither the copilot nor flightengineer questions the pilot again.
Human Factor Involved in the accident;misunderstandings were common.
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Bomb Blasts at Las Palmas Airport
Diversion to Tenerife Airport
RWY centre line lighting out of service
Airport saturation
Football match on radio, at tower.
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Spanish report blaming the KLM captain for the
accident
Netherlands Department of Civil Aviation pointed out
that crowded airport placed pressure on all, KLM, Pan
Am, and the controller.
CVR suggested that Spanish control tower crewlistening to a football match on the radio.
Transmission from the tower to KLM was ambiguous
and Pan Am last call was not listened to both
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27/29Recommendations
The pilot should not take off until accepting clearance
from tower. Pilots and traffic controllers should use standard
phraseology.
After the disaster at Tenerife, officials implemented
standard aviation phrasing worldwide to avoid
confusion in the future.
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The Dutch airline KLM ultimately accepted
responsibility for the accident.
KLM paid the victims or their families compensation of
an average of $189,000 per victim.
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Thank You