Dan-Air Flight 1008was a fatal accident involving a Boeing 727-46jet aircraftoperated by Dan Air Services Limitedon a non-scheduled international passenger service from Manchesterto Tenerife. Dan-Air Flight 1008 was a fatal accident involving a Boeing 727-46 jet aircraft operated by Dan Air Services Limited on a non-scheduled international passenger service from Manchester to Tenerife. 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'. (35:39) and 1246.52hrs. The aircraft was destroyed and all 146 on board were killed. This accident marked the greatest loss of life in an air disaster involving a British-registered aircraft, as well as becoming Dan-Air flight 1008 took off from Manchester Airport (MAN) on Friday, April 25, 1980 at 09:22 UTC, en route for Tenerife-Norte Los Rodeos Airport (TFN).After an uneventful flight, the crew contacted Tenerife North Airport Approach Control at 1:14PM GMT, informing them that they were at FL110 and at 14 nautical miles from the TFN VOR/DME. The first sign they had of any impending danger was when the plane’s ground proximity warning device was triggered. 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. I've posted here in order to get some details regarding the loss of G-BDAN 727-46 at TFN 25/04/80. A British addendum to the report found that tardy and ambiguous directions from Congratulations on this excellent venture⦠what a great idea!I use WIKI 2 every day and almost forgot how the original Wikipedia looks like. The images on this page may be distresing to some site visitors. Subsequently the co-pilot still appeared to have doubts about the information they had received and the action which the commander had apparently decided to take.The commander’s response was: ‘I’ll just turn straight round left on to one five zero when I go overhead then’.This appears to imply that he would make a turn to the left immediately on passing over ‘FP; on a heading of one five zero, which again reinforces the idea which he had already formed when he said ‘Inbound one five zero to your left’.Once again the co-pilot, in spite of his uncertainty, confirmed what the commander had said, rather than voice his doubts which might have led to the crew calling APP.Nevertheless the commander, who was still maintaining his aircraft at a high speed considering his proximity to’FP: remarked: ‘The only thing is we’re just about to miss it ah ah it’s too close’.This appears to refer to the ‘FP’ beacon and possibly the difficulty in performing a manoeuvre to get from his heading of 263° on to 150°, which appears to be the picture he had in his mind.`Would you like the other one on the Fox Papa as well for this?’We cannot say whether this suggestion was an attempt to draw the commander’s attention to the fact that the information they had received referred to ‘FP’.`If you put them both on as we’re going to hold, yeh’.He appears to have been convinced that they had to hold, and believed he knew how the hold should be performed.It is notable that at a time when instrument monitoring was most needed, the co-pilot’s attention was mainly focussed on selecting and identifying the `FP’ beacon on his ADF.The crew were probably engaged in checking their charts for the hold, therefore they did not anticipate their arrival at ‘FP’ at that moment.However, according to the reconstruction of the flight path, the aircraft continued on heading 263° for approximately 20 seconds, during which time it covered about 2 n.m. (this action is difficult to comprehend since the commander had already stated previously that he would commence a turn immediately after passing `FP’). The crew replied that it was at 7 NM from TFN.At 1:18:48 UTC the aircraft notified Approach Control that it had just passed TFN and that it was heading for the ‘FP’ beacon. They were 11.5 km off course. He held a valid Airline Transport Pilot’s Licence, No. Flight 1008 was a charter flight from Manchester Airport, United Kingdom to Tenerife North Airport, Canary Islands, Spain. 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. 51676 and obtained a Boeing 727 type rating in December 1976.
This work was interrupted until the following day on account of nightfall and the nature of the place and the terrain. Ratings for the Tenerife North Airport and taxiing area were obtained in December 1978 and Tenerife North Approach in February 1979. Approach Control replied, “Dan Air one zero zero eight, cleared to the Foxtrot Papa beacon via Tango Foxtrot November, flight level one one zero expect runway one two, no delay.”The Dan Air crew repeated the clearance and requested meteorological information, which was given as: “OK runway in use one two, the wind one two zero zero five, visibility six from seven kilometres clouds, two oktas at one two zero metres, plus four oktas at two five zero metres, plus two oktas at three five zero metres, November Hotel one zero three, temperature one six, dew point one, and drizzle.”Approximately one minute later Approach Control told the aircraft to descend, and maintain FL60.
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