![]() ![]() The KLM aircraft was cleared, with the Captain as PF, to enter the runway and backtrack to the first available exit before continuing on the parallel taxiway. In the end, for undetermined reasons including either the difficulty locating or using this exit, the aircraft had continued past it towards the next exit, C4 which required only a 35° left turn to exit.īy the time the KLM aircraft had been refuelled, visibility had deteriorated when "low-lying clouds reduced visibility to the point at which neither aircraft taxiing on the main runway, nor some of those located in the parking area, were visible from the Tower". When this happened, the ATC clearance was to leave the runway at the C3 exit - which would have required a problematic 150° left turn onto the link taxiway followed by an even more problematic 150° right turn onto the parallel taxiway to resume the taxi towards the start of the runway. The effect of this was that the KLM aircraft would depart ahead of the Pan Am aircraft - which would in turn also need to backtrack the runway, at least in part, to reach the beginning of the runway in the take-off direction. ![]() When Las Palmas had reopened, the Pan Am aircraft had been ready to go first but there had been insufficient clearance to allow it to taxi past the KLM aircraft parked in front which was not ready because the Captain had decided to refuel the aircraft (taking 30 minutes) so that it would not be necessary to refuel in Las Palmas before returning to Amsterdam. It had not been possible to park all these aircraft on the ramp and five of them - the two 747s and three single aisle types - had been parked on the parallel taxiway near the runway 12 threshold. It was established that a number of aircraft, including the two Boeing 747s, had been diverted to Tenerife after Las Palmas airport had been closed following a bomb explosion in the terminal building. The 46 year-old Flight Engineer had accumulated 15,210 flying hours of which 559 were on type. His 39 year-old First Officer had accumulated 10,800 total flying hours including 2,796 on type. The 56-year old Captain of the Pan American aircraft had accumulated 21,043 total flying hours including 564 hours on type. ![]() The 48 year-old Flight Engineer had accumulated 17,031 flying hours of which 543 were on type. His 42 year-old First Officer had accumulated 9,200 total flying hours including 95 on type after previous experience as a DC8 First Officer. He was the airline's Chief Flying Instructor. ![]() The 50-year old Captain of the KLM aircraft had accumulated 11,700 total flying hours including 1,545 hours on type over 6 years. The DFDR and CVR from both aircraft were recovered and successfully downloaded under supervision in the USA. InvestigationĪn Investigation was carried out for the Spanish Government. Both aircraft were completely destroyed and significant damage was caused to the runway. 61 occupants escaped from the Pan Am aircraft. All 248 occupants of the KLM aircraft and 335 of the 396 occupants of the Pan Am aircraft were killed or subsequently died as a result of injuries received. When it re-opened, both aircraft taxied for their flights to Las Palmas in succession but the KLM aircraft began take-off in low daylight visibility whilst the Pan Am aircraft was still backtracking the same runway and a collision, explosions and a post impact fire occurred. On 27 March 1977, a Boeing 747-200 (PH-BUF) being operated by KLM on a passenger charter flight from Amsterdam to Las Palmas as KLM4805 and a Boeing 747-100 (N73PA) being operated by Pan American Airways on a passenger flight from Los Angeles to Las Palmas via New York as Clipper 1736 both diverted to Tenerife Los Rodeos when Las Palmas was unexpectedly and temporarily closed. ![]()
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