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Pan Am 747: Rob Russell

The tenerife crash is the most deadliest crash of all time. A month or so ago I put out a video about the tenerife crash and that one was based on the spanish report. In the case of the tenerife crash there are basically two reports. One by the spanish authorities and one by the dutch. They both agree on the facts, but they disagree on the interpretation of those facts. Most of the videos on the internet i've seen are based on the spanish report and I haven't really seen any that take a look at things from the dutch point of view and that is what we are going to do today. Well go through the dutch comments on the spanish report.

Before we go any further, i covered the circumstances leading up to the crash in my other video, which you can find on your screen right now. I highly suggest that you watch that or watch another documentary on youtube before proceeding so that you have context going forward.

So let's look at how the dutch see things shall we? The first issue that they tackle is the argument that the crew were under stress and that they were rushing to take off to meet their duty time requirements. The dutch investigators point to the calm and relaxed method in which the taxing and the takeoff was conducted. This according to them shows that the crew of the of the KLM was not hurrying to take off, as they did everything in an orderly manner.

If you'll think back to the other video you'll recall that the captain of the KLM ramped his engine power and the first officer of the KLM had to stop him and go “ Wait a minute we don't have ATC clearance ”, this was recorded as the plane moving forward ever so slightly on the CVR, the captain responded with “No: I know that go ahead and ask”. The dutch report says that the engines were ramped up to an EPR or engine pressure ratio of 1.10, the EPR value is a measurement of the thrust generated by the engines, the higher the value the more thrust you're generating. The dutch said that this was perfectly normal this is done to check the spin up of the engine prior to take off and according to them this does not indicate that the crew were hurrying to get airborne.

Listening to the CVR it was evident for most of the time on the flight deck the captain was acutely aware that he did not have clearance to take off, the first officer had reminded him of that fact. So lets go through the events of that day second by second to see what happened.
At 5:05 pm and 53 seconds the Controller gave the KLM crew the following bit of information “KLM eight seven * zero five uh you are cleared to the Papa Beacon climb to and maintain flight level nine zero right turn after take-off proceed with heading zero four zero until intercepting the three two five radial from Las Palmas VOR”. The controller is basically telling the crew what they need to do once theyre in the air, and as always the first officer starts a readback of the clearance. “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 and we're now at take-off” That transmission began at 5:06 pm and 9 seconds and it lasted till 5:06 and 17 seconds. At 5:06 and 11 seconds the captain says “lets go check thrust” and the breaks were released. If you've been paying attention nowhere during that exchange was a take off clearance given. there was 6 seconds between the brakes being released and the end of the first officers readback.

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