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requiring an impossible 148 degree left turn followed by another 148 degree right turn
onto a 74 feet wide taxiway. Only taxiway 4 was suitable.
Pan Am: “Would you confirm that you want us to turn left at the third intersection?”
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ATC: “The third one, Sir...one two three...third one.”
Taxiing in cloud, the Pan Am crew had difficulty seeing the runway exits which
caused some discussion. Meanwhile, the KLM Captain was completing the difficult
manoeuvre of turning his aircraft about on the narrow runway. As his FO completed
his pre-takeoff checks, the Captain opened the throttles slightly, which the FO
checked with, “Wait a minute—we don’t have an ATC clearance.”
KLM Captain: “No...I know that. Go ahead and ask.”
FO: “KLM4805 is now ready for takeoff...we’re waiting for our ATC clearance.”
ATC: “KLM4805...you are cleared to the Papa beacon...climb to and maintain Flight
Level 90...right turn after takeoff...proceed with heading 040 until intercepting
the 325 radial from Las Palmas VOR.”
Captain: “Yes.”
As the FO began to readback the clearance to the tower controller, the Captain
released the brakes and advanced the throttles to takeoff power: “Let’s go, check
thrust”.
KLM FO: “Roger sir, we are cleared to the Papa beacon, Flight Level 90 until
intercepting the 325...we are now at takeoff.”
The aircraft was already six seconds into its takeoff run.
ATC: “OK...standby for takeoff...I will call you.”
Hearing this exchange the Pan Am crew were understandably alarmed.
Pan Am: “No, uh...we are still taxiing down the runway, the Clipper 1736!”
ATC: “Roger Papa Alpha 1736, report the runway clear.”
Pan Am: “OK...we’ll report when we’re clear.”
ATC: “Thankyou.”
Fatefully, the Pan Am’s transmissions conflicted with the controller’s instructions to
KLM. Instead of, “OK...standby for takeoff...I will call you”, the KLM crew heard
only, “OK” and a squeal of simultaneous transmissions. The rest of the transmissions
between the tower and PanAm were audible on the KLM flightdeck, but by this time
the aircraft was 20 seconds into its takeoff run upon which both pilots were fully
concentrating. The Flight Engineer, however, was concerned:
KLM FE: “Did he not clear the runway then?”
KLM Captain: “What did you say?”
KLM FE: “Did he not clear the runway—that Pan American?”
Both pilots: “Oh, yes.”
At this stage, Pan Am had missed the third taxiway intersect and was approaching
taxiway 4. The crew felt uneasy on the runway in the poor visibility:
Pan Am Captain: “Let’s get the hell right out of here.”
FO: “Yeah...he’s anxious, isn’t he?”
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FE: “After he’s held us up for all this time, now he’s in a rush.”
A few seconds later, the Pan Am crew sighted lights directly ahead through the fog.
Pan Am Captain: “There he is...look at him!...goddam...that son-of-a-bitch is
coming!”
Desperately he pushed all four throttles wide open and attempted to swing the Boeing
747 off the runway to the left.
Pan Am FO: “Get off! Get off! Get off!”
KLM Captain: “Oh...”
Sighting the Pan Am jet slewing across the runway, the KLM Captain hauled back on
the control column to try to lift over the other jet, dragging the tail bumper on the
runway. The main undercarriage and No. 4 engine sliced off Pan Am’s fuselage top
and the hump just behind the flightdeck. Both aircraft burst into flames. The KLM
aircraft remained airborne for a few seconds before crashing back onto the runway:
all passengers and crew were killed. Sixty-one passengers and crew of the Pan Am
747 survived.
Miscommunications Issues
English as a second language
The tower controller had a thick accent and pronunciation difficulties with English.
He had difficulty formulating his instructions due to the non-standard nature of the
operations caused by congestion.
Once, and only once, he called the Pan Am jet by its phonetic callsign “Papa Alpha
1736”; this occurred at a critical point when the KLM crew were concentrating on
their takeoff. Perhaps if he had said “Clipper 1736” it might have caught their
attention.
Also noted was a tendency for the controller to begin transmissions with “OK”; thus
when Pan Am blocked the rest of the transmission of “standby for takeoff”, the word
“OK” seemed a satisfactory response to the KLM pilots’ actions and served to
　
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