1931 Bangkok KLM Fokker F.VIIb-3m crash

1931 aviation accident 1931 Bangkok KLM Fokker F.VIIb-3m crash 6 December 1931 Vliegveld Schiphol met vliegtuig en stationsgebouw, Bestanddeelnr 189-0515.jpg Similar Fokker F.VIIb/3m of the KLM as involved in the accident. Failure to take off Accident Don Muang Airfield, Bangkok, Siam (now Thailand) Bandoeng, Dutch East Indies Amsterdam, Netherlands Alor Star, British Malaya Bangkok, Siam Rangoon, Burma 5 Fokker F.VIIb/3m KLM PH-AFO 7 3 4 1 1 The 1931 Bangkok KLM Fokker F.VIIb-3m crash occurred on 6 December 1931 when a KLM Fokker F.VIIb/3m aircraft, registration PH-AFO and named Ooievaar ("Stork"), crashed during takeoff from Bangkok. Of the seven people on board, five were killed and one was seriously injured; the radio operator was the sole survivor. The accident received enormous media attention, had multiple investigations and had repercussions for KLM that lasted for more than six years. Background KLM introduced in October 1931 a regular scheduled service between Amsterdam and Batavia (14,350 km), lasting ten to twelve days, using the Fokker F.XII. This historic mail and passenger route; one of the longest in the world, ran via numerous intermediate stops, including Athens, Baghdad, and Bangkok, and became a vital air link with the Dutch East Indies. Crew and passengers Crew The crew consisted of Captain Thaeke Wiersma, co-pilot Jan van Onlangs, radio operator G. van Zadelhoff, and flight engineer J.F.W.O. Kotte. Wiersma, aged 32, was an experienced pilot from Sneek who had been flying since 1922 and had joined KLM in 1928; this was his second flight to the Dutch East Indies as captain. Van Onlangs, aged 29, had joined KLM in 1929 after serving as a military pilot and had already completed several flights to the East Indies. Kotte, a KLM technician of six years, was on his fifth such journey. Van Zadelhoff, engaged at the time, worked as a radio operator for Radio Holland. Passengers The passengers were A. Borg (Dutch), Colonel Brinsmead (British), and C. Baudart (French). Flight and crash On 4 December 1931, the KLM-operated Fokker aircraft Fokker F.VIIb/3m "PH-AFO" named Ooievaar ("Stork" in Dutch), departed from Bandoeng on its 51st return flight from the Dutch East Indies to the Netherlands. There were four crew members and three passengers on board. Bangkok was one of the scheduled stopovers on this route. The aircraft arrived at Don Muang airfield from Alor Star at approximately 14:00 on 5 December without incident. The aircraft was loaded to approximately 5,059 kg, below the maximum allowable weight of 5,250 kg. The crew members and passengers spent the evening at the airfield before departure the following morning to Rangoon.https://www.hdekker.info/Nieuwe%20map/1931.htm#06.12.1931 06.12.1931 PH-AFO Fokker F.VIIb-3m HDekker.info nl-NL At around 05:45 on 6 December, the aircraft began its takeoff roll. A Siamese start official observed that the emergency hatch above the cockpit was open and attempted to signal this to the crew. However, no corrective action was taken, possibly because the signal was misunderstood. The aircraft continued its takeoff run but failed to lift off after an unusually long distance. Near the end of the airfield, the aircraft struck an earthen embankment and a ditch, causing the landing gear to break off. The aircraft then slid forward, dug its nose into a second embankment, and overturned into a flooded rice field. During the crash sequence, two engines were shut down, and the aircraft ultimately came to rest inverted after being completely destroyed. Second pilot J. van Onlangs and two passengers were killed instantly. Captain Th. Wiersma and passenger Colonel Brinsmead were seriously injured. Wiersma died a few hours later and Brinsmead later died of his injuries in Australia. Radio operator G. van Zadelhoff sustained only minor injuries.http://www.aviacrash.nl/paginas/ooievaarbkk.htm De ramp met de Ooievaar aviacrash.nl nl-nl Aftermath Funerals thumb|The killed crew members were transported to the Netherlands with cargo ship Kota Nopan thumb|Newspaper image of the funeral procession After wreaths had been laid on the coffins at a ceremony in Batavia,https://resolver.kb.nl/resolve?urn=MMUTRA04:253334155:mpeg21:a00012 Kranslegging voor slachtoffers vliegkamp. Utrechtsche Courant 30 December 1931 24 March 2026 Delpher nl-nl the coffins of the killed crew members (captain T. Wiersma, second pilot Jan van Onlangs and mechanic J.F.W.W. Kotte) draped in the Dutch tricolor, were transported from Bangkok to the Netherlands with cargo ship Kota Nopan that sailed with a sign of mourning. In Rotterdam, a chapel of rest was set up at the IJsselhaven, where family, KLM representatives, and officials paid their respects. Commander T. Wiersma was laid to rest at Zorgvlied Cemetery in Amsterdam, while the second pilot Jan van Onlangs and mechanic J.F.O.W. Kotte were buried at Crooswijk Cemetery in Rotterdam.https://resolver.kb.nl/resolve?urn=ddd:010361032:mpeg21:a0128 De ramp van den Ooievaar Begrafenis der slachtoffers De Sumatra Post 15 February 1932 24 March 2026 Delpher nl-nl The funerals were marked by solemn ceremonies, speeches honoring the crew's professionalism and dedication, and large public attendance, including a speech of KLM director Albert Plesman. Flags were flown at half-mast, wreaths were laid, and the proceedings included organ music and traditional tributes. Family members, colleagues, and aviation officials expressed deep sympathy and paid final respects, highlighting the national mourning for the crew who perished far from home.https://resolver.kb.nl/resolve?urn=ddd:110569521:mpeg21:a0109 Begrafenis van de slachtoffers van "De Ooievaar". De Telegraaf 1 February 1932 24 March 2026 Delpher nl-nl In June 1932 a memorial was unveiled for pilot Jan van Onlangs at the general cemetery in Crooswijk, in attendance of among others KLM representatives.https://resolver.kb.nl/resolve?urn=ddd:110570354:mpeg21:a0353 Grafmonnument voor Jan van Onlangs. De Telegraaf 20 June 1932 24 March 2026 Delpher nl-nl Procedure changes The crash resulted, already before the result of the investigation report, in introduction of medical checks for pilots before return flights from the Dutch East Indies. Disputed practices of KLM KLM media influencing In multiple occasions the KLM deputed indicated that they disagreed with the reporting about the disaster. For instance in January 1932 the KLM wrote to De Sumatra Post that there had been enough coverage on the disaster.https://resolver.kb.nl/resolve?urn=KBDDD02:000198601:mpeg21:a0025 De ramp met den "Ooienvaar" Verdere publicatie onnoodig. De Sumatra Post 7 January 1932 24 March 2026 Delpher nl-nl In response the newspaper expressed strong condemnation of the fact that the KLM had written them stop writing about the crash.https://resolver.kb.nl/resolve?urn=KBDDD02:000198602:mpeg21:a0001 Aanteekeningen Doofpot De Sumatra Post 8 January 1932 24 March 2026 Delpher nl-nl In July 1932, during a KLM-organized press meeting at Schiphol, KLM director Albert Plesman harassed the journalist of De Tribune and called him names because Plasman disagreed with the reporting of the accident in their newspaper.https://resolver.kb.nl/resolve?urn=ddd:010464001:mpeg21:a0055 De heer Plesman maakt zich boos. Hij kon onze onthullingen over de ramp met "De Ooievaar" niet verkroppen. De Tribune 29 July 1932 24 March 2026 Delpher nl-nl KLM pilots' dissatisfaction With this crash cited as one of the reasons regarding to unsafe working conditions, the majority of KLM pilots resigned because they disagreed with the company's management practices, in May 1933, 1.5 year after the crash.https://resolver.kb.nl/resolve?urn=ddd:010464331:mpeg21:a0010 Alle K.L.M.-piloten nemen ontslag! De Tribune 3 May 1933 24 March 2026 Delpher nl-nl In the aftermath about the crash newspaper De Tribune accused the KLM of malpractices; but all allegations were denied. For example, on 28 December 1931 the newspaper hinted that "KLM management is gambling with the lives of its aviation workers and is fully responsible for the deaths of Wiersma and the others";https://resolver.kb.nl/resolve?urn=ddd:010467564:mpeg21:a0001 Zoo speelt de K.L.M. met menschenlevens! De Tribune 28 December 1931 24 March 2026 Delpher nl-nl Moet na dit alles nogmaals worden betoogd, dat de KLM-directie speelt met het leven der vlieg-arbeiders en ten volle voor de dood van Wiersma c.s. verantwoordelijk is. We gelooven, dit is vooshands afdoende. on 4 January "the government is the biggest stakeholder in the system currently prevailing at KLM, which drives pilots to their deaths"https://resolver.kb.nl/resolve?urn=ddd:010463825:mpeg21:a0013 De misdaad der K.L.M.-directie De Tribune 4 January 1932 24 March 2026 Delpher nl-nl de regeering is de grootste belanghebbende bij het thans bij de K.L.M. heerschende systeem, dat de piloten in den dood jaagt. and on 15 January 1932 De Tribune considered it proven that "the KLM increases its pursuit of profit and speed at the expense of the safety of its personnel".https://resolver.kb.nl/resolve?urn=ddd:010463835:mpeg21:a0019 Marconist Van Zadelhoff over de "Ooievaar"-ramp veiligheid van het personeel opgeofferd aan winstbejag. De Tribune 15 January 1932 24 March 2026 Delpher nl-nl Victims' compensation and lawsuit In January 1932 KLM compensated the victims' families by covering funeral costs, paying outstanding salaries and providing lump sums (ƒ29,000 to the pilot's family and ƒ5,000 to the mechanic's family), alongside returning savings. Additional annual pensions were granted under Dutch law, and the government considered the overall compensation arrangements adequate.https://resolver.kb.nl/resolve?urn=ddd:010360999:mpeg21:a0052 Na de Ooievaar-ramp. De uitkeeringen aan de nabestaanden De Sumatra Post 6 January 1932 24 March 2026 Delpher nl-nl In May 1932, the KLM was held liable for the accident by the relatives of French engineer C. A. A. Baudart who was killed, and demanded compensation.https://resolver.kb.nl/resolve?urn=ddd:010229514:mpeg21:a0265 De Ramp van de "Ooievaar" De K.L.M. voor schadevergoeding aangesproken.. De Telegraaf 20 June 1932 24 March 2026 Delpher nl-nl In January 1935, 3.5 years after the crash, the lawsuit started in court.https://resolver.kb.nl/resolve?urn=MMUTRA04:253407092:mpeg21:a00116 Het verongelukken van de "Ooievaar" Nieuwe Utrechtsche Courant 18 January 1935 24 March 2026 Delpher nl-nl Both the district court and the Dutch Court of Appeal nl Gerechtshof (Nederland) (a year later in early 1936) declared the claimants inadmissible in their claim.https://resolver.kb.nl/resolve?urn=ddd:010383706:mpeg21:a0087 Na zooveel jaar. Eisch afgewezen. De Sumatra Post 2 February 1936 24 March 2026 Delpher nl-nlhttps://resolver.kb.nl/resolve?urn=ddd:110577684:mpeg21:a0393 De ramp met de "Ooievaar" en haar gevolgen. Nabestaanden van slachtoffer tegen de K.L.M. De Telegraaf 14 January 1938 24 March 2026 Delpher nl-nl Relatives ultimately went to the Supreme Court of the Netherlands in 1938 where the appeal in cassation was rejected.https://resolver.kb.nl/resolve?urn=MMKB04:000149369:mpeg21:a0125 Hooge Raad. Het ongeluk met de "Ooievaar". Cassatieberoep verworpen. Haagsche Courant 18 March 1938 24 March 2026 Delpher nl-nl Investigations Van Zadelhoff, the sole survivor of the Ooievaar crash described how the landing gear failed and the plane flipped, leaving him trapped but ultimately able to free himself and survive in a flooded rice field. He witnessed only a few of the other crew alive, Wiersma and Colonel Brinsmead, and noted the difficult rescue due to mud, cold water, and delayed transport to Bangkok. Investigations by KLM engineer Behage confirmed that the motors were functioning properly, the aircraft was not overloaded, and the emergency hatch may have been open at some point.https://resolver.kb.nl/resolve?urn=MMNHA03:179163023:mpeg21:a00189 De ramp met de "Ooievaar" Wat de Indische bladen vertellen Nieuwe Haarlemsche Courant 15 January 1932 24 March 2026 Delpher nl-nl Siamese investigation report The Siamese commission of inquiry conducted a detailed technical investigation into the Ooievaar crash, examining aircraft documents, inspecting the wreckage, and interviewing 17 witnesses. Due to the deaths of both pilots and the limited testimony of the sole surviving crew member, the commission relied primarily on physical evidence and eyewitness accounts.https://resolver.kb.nl/resolve?urn=MMKB15:000106004:mpeg21:a00006 De ramp van de "Ooievaar" Het Siameesche rapport Deli Courant 6 January 1932 24 March 2026 Delpher nl-nl The report emphasized that no single cause led to the accident; rather, a combination of aerodynamic and operational factors prevented the aircraft from becoming airborne. The open emergency hatch above the cockpit was considered a key issue. According to the commission, this would have increased air resistance (drag) and disturbed airflow over the aircraft, reducing its ability to gain sufficient speed and lift. It may also have affected the aircraft's balance, contributing to instability during the takeoff run. The improper trim, caused by an unfavorable load distribution, further complicated the situation. Although the total weight was within limits, the placement of passengers and reduced fuel load altered the aircraft's center of gravity, making it tail-heavy. Because the stabilizer was set in a neutral position rather than adjusted for this condition, the aircraft was not optimally balanced for takeoff, reducing its lift performance. Finally, the aircraft attempted to take off with a slight tailwind. Even though the wind was weak, a tailwind increases the ground speed required to achieve the necessary airspeed for lift-off, thereby lengthening the takeoff run. In combination with the other factors, this reduced the margin for a successful takeoff. The Siamese commission also attributed a significant part of the accident to the actions and judgment of the pilot. Although the aircraft failed to take off properly, the pilot did not abort the takeoff despite having sufficient runway remaining. According to the report, the aircraft required only about 400 metres to become airborne under normal conditions, while approximately 1,600 metres were available. The continued takeoff attempt under abnormal circumstances was therefore considered a critical error in judgment. The commission suggested that the pilot may have been influenced by earlier experience during departure from Alor Star, where poor field conditions had caused a difficult takeoff. This may have led him to believe that the situation was still recoverable, causing him to continue the takeoff roll longer than advisable. Even after the aircraft briefly lifted and then settled back, the pilot persisted in attempting to get airborne instead of stopping. Additionally, the report noted safety concerns such as inadequate seat construction and lack of passenger restraint use, suggesting these may have worsened the consequences of the crash. Response The report was heavily criticized by pilots who strongly reject the report's conclusions, criticizing the commission's lack of practical aviation experience. They dismiss claims that the aircraft started against the wind, was improperly loaded, or had a hatch open as "bloody nonsense", asserting that these factors could not have caused the accident. While the exact cause remains uncertain, the pilots unanimously agree that Captain Wiersma should be fully rehabilitated.https://resolver.kb.nl/resolve?urn=ddd:011023851:mpeg21:a0105 De ramp van den Ooievaar. "Wiersma moet gerehabiliteerd worden." De Sumatra Post 27 January 1932 24 March 2026 Delpher nl-nl The KLM officially refrained from commenting; partly for diplomatic reasons.https://resolver.kb.nl/resolve?urn=ddd:011116631:mpeg21:a0009 Siameesche commissie gewraakt Wijlen Wiersma had méér verstand in zijn pink, dan alle "deskundigen" tezamen in hun hoofden Het Volk 8 January 1932 24 March 2026 Delpher nl-nl Testing flights Following the published report of the Siamese government, further investigation into the cause of the accident was conducted in January, February and March 1932.https://resolver.kb.nl/resolve?urn=ddd:010662448:mpeg21:a0081 De ramp van de "Ooievaar". Algemeen Handelsblad 8 March 1932 24 March 2026 Delpher nl-nl In January 1932 a test flight was conducted with an opened emergency hatch. The pilots were not able to lift off.https://resolver.kb.nl/resolve?urn=MMKB15:000602006:mpeg21:a00063 Na het ongeluk met de "Ooievaar" Proeven op Schiphol. Het nieuws van den Dag 8 January 1932 24 March 2026 Delpher nl-nl The maximum weight of 5,250 kg for this type of aircraft (Fokker Fokker F.VIIb/3m), as determined by the Netherlands' National Aviation Research Service, would not be permissible in the tropics. This is due to the lower air density and higher temperatures, which negatively affect lift and make the effective weight appear greater.https://resolver.kb.nl/resolve?urn=ddd:010535017:mpeg21:a0172 De ramp met de "Ooievaar" De vliegtuigbelasting De Tijd 2 March 1932 24 March 2026 Delpher nl-nl In February 1932 at Schipholhttps://resolver.kb.nl/resolve?urn=ddd:011116722:mpeg21:a0018 K.L.M. verbreekt het zwijgen De toestellen voor Indië worden niet op onjuiste wijze belast Het Volk 2 March 1932 24 March 2026 Delpher nl-nl and on multiple occasions in March in Batavia test flights with an identical aircraft were held for testing the effect of overloading.https://resolver.kb.nl/resolve?urn=MMKB27:017925124:mpeg21:a00080 De K.L.M.-vliegtuigen het "overbelastings"-vraagstuk De Avondpost 15 March 1932 24 March 2026 Delpher nl-nlhttps://resolver.kb.nl/resolve?urn=ddd:010535018:mpeg21:a0059 De ramp met de "Ooievaar" Proefnemingen te Batavia De Tijd 3 March 1932 24 March 2026 Delpher nl-nl Dutch government investigation After the Siamese investigation report, the Dutch government also launched its own investigation into the crash. The government committee published its report in March 1932. The report did not reveal any new findings or perspectives beyond what was already known.https://resolver.kb.nl/resolve?urn=MMKB15:000602072:mpeg21:a00006 De vliegramp van de "Ooievaar" Rapport van regeeringscommissie over de vermoedelijke oorzaken. Het nieuws van den Dag 25 March 1932 24 March 2026 Delpher nl-nl Overall, the commission found no structural or organizational fault with KLM, placing the cause mainly on human factors related to the pilot's judgment.https://resolver.kb.nl/resolve?urn=MMKB08:000075289:mpeg21:a0029 De ramp van de Ooievaar Het officieele rapport. Delftsche Courant 25 March 1932 24 March 2026 Delpher nl-nl They concluded that the aircraft itself was technically sound. There were no issues with its airworthiness, engines, weight, loading, or weather conditions, and the pilot, T. Wiersma, was considered competent. The most likely cause of the accident was that the aircraft attempted takeoff while a hatch (emergency exit) was open, which had not been properly secured before departure. Despite abnormal behavior during the takeoff run, the crew did not abort the attempt while there was still sufficient runway available. The investigation attributed these errors primarily to an abnormal psychological state of the pilot at the time. There was no evidence that fatigue, workload, or crew behavior prior to departure contributed to this condition. After the crash, the KLM introduced medical checks for pilots before return flights from the Dutch East Indies. The commission reviewed this measure and concluded that additional interim medical examinations could slightly improve safety, but their benefits were limited and did not outweigh the burden on pilots, who were already subject to frequent and demanding medical requirements. Instead, the commission considered it more effective to require pilots and airlines to promptly report illnesses, psychological issues (such as depression), or medical treatments to aviation medical authorities, so that further evaluation or temporary grounding could be considered. An expert noted that even a medical examination might not have detected the pilot Wiersma's severe depression in this case. The commission also pointed out that the KLM's pay structure, where bonuses for flying formed a large part of income, may have encouraged pilots to continue flying despite poor health, though it did not make formal recommendations on this issue.https://resolver.kb.nl/resolve?urn=ddd:010535037:mpeg21:a0163 Het ongeluk met de "Ooievaar" Rapport der commissie van onderzoek Keuring van de vliegtuigbestuurders. De Tijd 25 March 1932 24 March 2026 Delpher nl-nl Impact on KLM While the KLM had a successful service year, the crash cast a shadow over KLM's positive achieved results.https://resolver.kb.nl/resolve?urn=MMRHCE01:000057711:mpeg21:a0033 De K.L.M. over het jaar 1931 Eindhovensch Dagblad 9 August 1932 24 March 2026 Delpher nl-nl Ware het droevig ongeval te Bangkok aan de "Ooievaar" overkomen, uitgebleven dan zou inderdaad van een zeer gunstig jaar kunnen worden gesproken.https://resolver.kb.nl/resolve?urn=MMGAHE01:234841004:mpeg21:a00053 Na een jaar! De resultaten boven verwachting Nieuwe Hengeloosche Courant 8 October 1932 24 March 2026 Delpher nl-nl De ramp van de "Ooievaar" te Bangkok werpt helaas een schaduw op de bereikte resultaten van het afgeloopen dienstjaar. References External links Image of the wreck Newspaper images of aircraft and victims Newspaper image of the emergency hatch Category:1931 disasters in Asia Category:1931 in Siam Category:20th-century disasters in Thailand Category:Aviation accidents and incidents in 1931 Category:Aviation accidents and incidents in Thailand Category:December 1931 in Asia Category:History of Bangkok Category:Aviation accidents and incidents caused by pilot error Category:Fokker F.VII Category:KLM accidents and incidents nl:Crash van de Ooievaar