ASN logo
ASN Wikibase Occurrence # 208728
Last updated: 4 May 2021
This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information.

Time:19:55 LT
Type:Silhouette image of generic B738 model; specific model in this crash may look slightly different
Boeing 737-8K2 (WL)
Registration: PH-HXF
MSN: 62153/6261
Fatalities:Fatalities: 0 / Occupants:
Other fatalities:0
Aircraft damage: None
Category:Serious incident
Location:Amsterdam-Schiphol International Airport (AMS/EHAM) -   Netherlands
Phase: Initial climb
Nature:Passenger - Scheduled
Departure airport:Amsterdam-Schiphol International Airport (AMS/EHAM)
Destination airport:Paris-Orly Airport (ORY/LFPO)
Investigating agency: Dutch Safety Board
A KLM Boeing 737-700 (PH-BGK) and a Transavia Boeing 737-800 (PH-HXF) were involved in a serious airprox incident at Amsterdam-Schiphol International Airport, the Netherlands.
KLM flight KL1080 was approaching runway 18C for landing when the flight crew radioed that they were executing a go-around.
At that time, the runway controller had already issued clearance to Transvavia flight HV5193 to Paris-Orly, a Boeing 737-800 to start its takeoff from runway 24. The runway controller wanted to instruct this aircraft to abort its takeoff, but because the wrong flight number was used in the instruction to abort the takeoff, the crew did not respond to the instruction and the aircraft took off.
The runway controller recognized the potential conflict and issued instructions to both the Boeing 737-700 and the Boeing 737-800 to perform divergent turns in order to establish a greater separation between the two aircraft. The crews of both aircraft immediately complied with these instructions, also because they had themselves recognized the potentially hazardous situation. The closest separation between the two aircraft was around 960 metres (0.5 NM horizontal and 300 feet vertical).

The Dutch Safety Board has arrived at the following conclusions:
- The runway controller observed the aircraft taking off from runway 24, and was confronted with a potential conflict when the crew of the landing aircraft on runway 18C announced their go-around. Runway 24 and 18C are converging runways.
Attempts to cause the aircraft to abort its takeoff failed, resulting in a potential hazardous situation. Thanks to the almost simultaneous intervention by the runway controller and the response from the two crews, no actual collision hazard occurred.
- Allowing reduced separation during the use of dependent takeoff and landing runways is a procedure which can result in the occurrence of undesirable and potentially hazardous situations. Aside from the uncertainty about the legitimacy of this procedure, the question is whether the advantage gained namely increased capacity outweighs the potential hazard that can arise. With that in mind, LVNL should maintain the basic rule that takeoff clearance will only be issued after the landing on the dependent runway has actually been confirmed by the runway controller or if the landing aircraft is still at least 2 NM from the runway threshold.


Accident investigation:
Investigating agency: Dutch Safety Board
Status: Investigation completed
Download report: Final report


Photo of PH-HXF courtesy

Eindhoven (EHEH / EIN)
25 October 2019; (c) Gerard Helmer

Revision history:

03-Apr-2018 15:19 harro Added
24-Sep-2020 11:43 harro Updated [Narrative, Accident report, ]

Corrections or additions? ... Edit this accident description