The Pan Am aircraft was unable to maneuver around the refueling KLM, in order to reach the runway for takeoff, due to a lack of safe clearance between the two planes, which was just 3.7 meters (12 ft).The tower instructed the KLM to taxi down the entire length of the runway and then make a 180-degree turn to get into takeoff position.Shortly afterward, the Pan Am was instructed to follow the KLM down the same runway, exit it by taking the third exit on their left and then use the parallel taxiway. Cockpit procedures were also reviewed, contributing to the establishment of Tenerife was an unscheduled stop for both flights. Hold in the air and wait for the airport to re-open.

Bragg was among the sixty-one people who survived, including the entire Pan Am cockpit crew (captain Victor Grubbs died in 1993; flight engineer George Warns died two years earlier).
Okay, I've found out Victor Grubbs died in the mid/late '90s and that he never did fully recover from the disaster psychologically. The Pan Am crew replied: "OK, will report when we're clear." As a consequence of the accident, sweeping changes were made to international airline regulations and to aircraft.

Name: Victor F Grubbs Death Date: 13 Mar 1995 County of Death: Fulton Gender: M (Male) Race: White Age: 74 years County of Residence: Banks Certificate: 011927 Date Filed: 28 Mar 1995 . The full load of fuel, which had caused the earlier delay, ignited immediately into a fireball that could not be subdued for several hours. "Tenerife crash" redirects here. Contribute to IMDb. Initially, the crew was unclear as to whether the controller had told them to take the first or third exit. Victor Grubbs + Add or change photo on IMDbPro » Contribute to IMDb.

In addition, neither of the aircraft could be seen from the control tower, and the airport was not equipped with After the KLM plane had started its takeoff roll, the tower instructed the Pan Am crew to "report when runway clear."

The Pan Am plane was ready to depart from Tenerife, but access to the runway was being obstructed by the KLM plane and a refueling vehicle; the KLM captain had decided to fully refuel at Los Rodeos instead of Las Palmas, apparently to save time. Shortly after they turned onto the runway it decreased to less than 100 m (330 ft).Meanwhile, the KLM plane was still in good visibility, but with clouds blowing down the runway towards them. These include the "Collision on Tenerife: The How and Why of the World's Worst Aviation Disaster," by Jon Ziomek (Post Hill Press, 2018). 18 May 1920, d. 13 Mar 1995) was an American captain of Boeing 747 aircrafts. For other crashes, see Runway collision at Los Rodeos Airport, Tenerife, 1977-03-27; 583 fatalitiesCAP 413 Radio Telephony Manual (Edition 15), chapter 2 page 6CAP 413 Radio Telephony Manual (Edition 15), chapter 4, page 6, paragraph 1.7.10

The aircraft completed its 180-degree turn in relatively clear weather and lined up on Runway 30.
Veldhuyzen van Zanten emphatically replied "Oh, yes" and continued with the takeoff.The KLM 747 was within 100 m (330 ft) of the Pan Am and moving at approximately 140 knots (260 km/h; 160 mph) when it left the ground. Despite the official report holding the KLM captain responsible for the overall accident, Pan Am captain Grubbs had 3 opportunities to prevent this disaster: 1. The subsequent investigation by Spanish authorities concluded that the primary cause of the accident was the KLM captain's decision to take off in the mistaken belief that a takeoff clearance from The disaster had a lasting influence on the industry, highlighting in particular the vital importance of using standardized phraseology in radio communications. According to the ALPA report, as the Pan Am aircraft taxied to the runway, the visibility was about 500 m (1,600 ft).

The crew asked for clarification and the controller responded emphatically by replying: "The third one, sir; one, two, three; third, third one." The next cloud was 900 m (3,000 ft) down the runway and moving towards the aircraft at about 12 knots (14 mph; 22 km/h).Immediately after lining up, the KLM captain advanced the throttles and the aircraft started to move forward.Meurs read the flight clearance back to the controller, completing the readback with the statement: "We are now at takeoff.

The The disaster has been featured in many TV shows and documentaries. “Let’s get the f*** out of here,” Captain Victor Grubbs says nervously. For his bravery in assisting survivors, Bragg received the President’s Award … The following factors were considered contributing but not critical: "The controller, who could not see the runway due to the fog, initially responded with "OK" (terminology that is nonstandard), which reinforced the KLM captain's misinterpretation that they had takeoff clearance. The Dutch authorities were reluctant to accept the Spanish report blaming the KLM captain for the accident.In particular, the Dutch response pointed out that:

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