I've posted here in order to get some details regarding the loss of G-BDAN 727-46 at TFN 25/04/80. When this process breaks down, disaster often follows. Instead of passing overhead FP, the flight had passed this navaid at 1.59 NM to the South.Instead of entering the 255 radial, the Boeing 727 continued its trajectory in the direction of 263 degrees for a duration of more than 20 seconds, entering an area with a minimum safety altitude (MSA) of 14500 ft.The co-pilot at that point said: “Bloody strange hold, isn’t it?”The flight engineer then also made some remarks about the holding procedure. A few similar fragments were recovered from the wood located between “Las Lagunetas” and the area of the impact.In the area of the initial impact and its surroundings, the layer of earth immediately below the surface was strongly impregnated with fuel. The crash, which occurred on 25 April 1980 in a forest on Tenerife's mount La Esperanza while the aircraft's flight deck crew wrongly executed an unpublished holding pattern in an area of very high ground, resulted in the aircraft's destruction and the deaths of all 146 on board (138 passengers and eight crew).
A Dan-Air Boeing 727 carrying British tourists to the Canary Islands crashes and kills all 146 on board on April 25, 1980. (34:26) control of DA-1008 was transferred from the Las Palmas Control Centre to Tenerife Norte APP.From the first communication by DA-1008 at 1314.28hrs. 2131 and obtained a type rating on the Boeing 727 in April 1978. 95933 and obtained a type rating on the Boeing 727 in March 1979. The crew reported passing over ‘TEN’ some 33 seconds after actually passing it; APP immediately issued instructions for a hold at ‘FP’, which was accepted without read-back or any request for clarification.The crew were never certain what action to take on reaching ‘FP’.
What we do. Flight 1008 also marked the greatest loss of life in an air disaster involving a British-registered aircraft, as well as Dan-Air's second major accident in 10 years and the worst accident killing fare-paying passengers in the airline's entire history. from the `TFN’ VOR-DME and was descending from FL 110 to 60.APP supplied the information on the QFE which had been requested by the aircraft:In the cockpit, the commander asked to co-pilot to tune in the ILS on his side, to use the back beam for guidance, at 1317.18hrs (04:00).`You can put the ILS on your side we might get it on a back beam for a lead in’.There were no further messages between DAN-1008 and APP until the aircraft reported that it had just passed the `TFN’ VOR-DME, but according to the CVR, the crew noted passing the radio aid approximately 33 seconds before reporting the fact, and this delay in reporting might have influenced subsequent events. The crew attempted a steep climb, but the aircraft slammed into the mountainside, killing everyone on board instantly.Due to the overwhelming amount of information, this entire transcript is copy and pasted from the Since there is no evidence of any functional abnormality in the aircraft itself, this analysis will concentrate mainly on the communications with Tenerife Norte approach control (APP) from the time it was first contacted by the aircraft, and in particular the communications and conversations taken from the CVR for the last five minutes before the accident, i.e. Thus, when DA-1008 reported passing ‘TEN’, perhaps earlier than he had calculated, he found himself in an unexpected situation and therefore passed information about a hold at ‘FP’, revising his calculations and estimating that at the theoretical speed for the sector, the aircraft would take nearly two minutes to reach `FP’; but it reported passing ‘FP’ and taking up the hold just 63 seconds later.He authorised a descent to 5,000 feet, in the belief that the aircraft would be on the entry segment to the hold, i.e. The marks made on the ground were covered up by a landslide caused by the impact.The distribution of the wreckage indicated that most of the breakage suffered by the aircraft took place during the initial impact, although there were signs that a large section of the rear end of the fuselage, immediately behind the wing, and possibly with the empennage attached, remained relatively intact and was thrown several hundred metres away, starting a second trail of wreckage which included passenger seats and their occupants.The main trail of debris was approximately 350 m long, stretching up the slope to about 50 m above the initial impact. All other relevant operating certificates were valid. turns to the left …’, what was actually heard was `… turn to the left …’, and this, if the information was not read back, could give rise to incorrect interpretation.It proved possible to determine, by reconstruction of the flight path, that after passing ‘TEN’ the aircraft flew at an average speed of approximately 250 knots, higher than that advisable for this part of the approach. Break. The flight was 14 nautical miles (26 km) from VOR / DME beacon 'TFN' when it was cleared onward to radio beacon 'FP' for an approach to runway 12 after it had reached 'TFN'.
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