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TWA Flight 800
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TWA Flight 800
TWA Flight 800 was a regularly scheduled international passenger flight from John F. Kennedy International Airport in New York City, United States, to Fiumicino Airport in Rome, Italy, with a stopover at Charles de Gaulle Airport in Paris, France. On July 17, 1996, at approximately 8:31 p.m. EDT, twelve minutes after takeoff, the Boeing 747-100 performing this flight exploded and crashed into the Atlantic Ocean near East Moriches, New York.
All 230 people on board were killed in the crash; it is the third-deadliest aviation accident in U.S. history. Accident investigators from the National Transportation Safety Board (NTSB) traveled to the scene, arriving the following morning amid speculation that a terrorist attack was the cause of the crash. The Federal Bureau of Investigation (FBI) and New York Police Department Joint Terrorism Task Force (JTTF) initiated a parallel criminal investigation. Sixteen months later, the JTTF announced that no evidence of a criminal act had been found and closed its active investigation.
The four-year NTSB investigation concluded with the approval of the Aircraft Accident Report on August 23, 2000, ending the most extensive, complex, and costly air disaster investigation in U.S. history up to that time. The report's conclusion was that the probable cause of the accident was the explosion of flammable fuel vapors in the center fuel tank. Although it could not be determined with certainty, the likely ignition source was a short circuit. Problems with the aircraft's wiring were found, including evidence of arcing in the fuel quantity indication system (FQIS) wiring that enters the tank. The FQIS on Flight 800 is known to have been malfunctioning: the captain remarked about "crazy" readings from the system about two minutes and 30 seconds before the aircraft exploded. As a result of the investigation, new requirements were developed for aircraft to prevent future fuel-tank explosions.
On the day of the accident, the airplane departed from Ellinikon International Airport in Athens, Greece, as TWA Flight 881 and arrived at John F. Kennedy International Airport at about 4:38 p.m. The aircraft was then refueled and the crew was changed.
The crew was led by 58-year-old Captain Ralph G. Kevorkian, who had flown for TWA for 31 years and the U.S. Air Force for nine years and had logged 18,700 flight hours, including 5,490 on the Boeing 747. Captain/check airman Steven E. Snyder, 57, had flown for TWA for 32 years and had logged 17,200 flight hours, including 4,700 on the Boeing 747. Flight engineer/check airman Richard G. Campbell Jr., 63, had flown for TWA for 30 years and the U.S. Air Force for 12 years and had logged 18,500 flight hours, including 3,800 on the Boeing 747. Also with the crew was 25-year-old flight engineer trainee Oliver Krick, who previously served as a business pilot for four years and had 2,520 flight hours, including 30 on the Boeing 747. Krick had flown for TWA for 26 days and was starting the sixth leg of his initial operating experience training. Flight 800 was actually a training flight for Kevorkian, and he was seated in the captain's (left) seat. Captain Snyder was seated in the first officer's (right) seat monitoring Kevorkian's progress. Flight Engineer Campbell was seated in the cockpit jump seat. Flight engineer trainee Krick was seated in the flight engineer's seat being monitored by Campbell. The NTSB Final Report gives Oliver Krick's age as being 24, but the TWA press release gives 25 (TWA was correct, as Krick turned 25 on July 14, three days before the crash).
The cabin crew team of 15 consisted of Flight Service Manager Jacques Charbonnier (65) with 36 years' service at TWA, flight attendants Arlene Johnson (60) with 36 years' service, Connie Charbonnier (49) with 27 years' service, Maureen Lockhart (49) with 26 years' service, Marit Rhoads (48) with 26 years' service, Melinda Torche (46) with 26 years' service, Janet Christopher (47) with 26 years' service, Debra Diluccio (47) with 25 years' service, Mike Schuldt (51) with 23 years' service, Grace Melotin (48) with 23 years' service, Sandra Meade (42) with 21 years' service, Ray Lang (51) with 20 years' service, Dan Callas (21) with 3 months' service, and Jill Zienkiewicz (23) with 2 months' service.
The ground-maintenance crew locked out the thrust reverser for engine No. 3 (treated as a minimum equipment list item) because of technical problems with the thrust reverser sensors during the landing of TWA 881 at JFK, before Flight 800's departure. Additionally, severed cables for the engine's thrust reverser were replaced. During refueling of the aircraft, the volumetric shutoff (VSO) control was believed to have been triggered before the tanks were full. To continue the pressure fueling, a TWA mechanic overrode the automatic VSO by pulling the volumetric fuse and an overflow circuit breaker. Maintenance records indicate that the aircraft had numerous VSO-related maintenance writeups in the weeks before the accident.
TWA 800 was scheduled to depart JFK for Charles de Gaulle Airport around 7:00 p.m., but the flight's pushback was delayed until 8:02 p.m. by a disabled piece of ground equipment and a passenger/baggage mismatch. After the owner of the baggage in question was confirmed to be on board, the flight crew prepared for departure, and the aircraft pushed back from Gate 27 at the TWA Flight Center. The flight crew started the engines at 8:04 p.m. However, because of the previous maintenance undertaken on engine No. 3, the flight crew only started engines No. 1, No. 2, and No. 4. Engine No. 3 was started 10 minutes later during taxi at 8:14 p.m. The initial departure was uneventful, with the 747 taking off from Runway 22R five minutes later at 8:19 p.m.
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TWA Flight 800
TWA Flight 800 was a regularly scheduled international passenger flight from John F. Kennedy International Airport in New York City, United States, to Fiumicino Airport in Rome, Italy, with a stopover at Charles de Gaulle Airport in Paris, France. On July 17, 1996, at approximately 8:31 p.m. EDT, twelve minutes after takeoff, the Boeing 747-100 performing this flight exploded and crashed into the Atlantic Ocean near East Moriches, New York.
All 230 people on board were killed in the crash; it is the third-deadliest aviation accident in U.S. history. Accident investigators from the National Transportation Safety Board (NTSB) traveled to the scene, arriving the following morning amid speculation that a terrorist attack was the cause of the crash. The Federal Bureau of Investigation (FBI) and New York Police Department Joint Terrorism Task Force (JTTF) initiated a parallel criminal investigation. Sixteen months later, the JTTF announced that no evidence of a criminal act had been found and closed its active investigation.
The four-year NTSB investigation concluded with the approval of the Aircraft Accident Report on August 23, 2000, ending the most extensive, complex, and costly air disaster investigation in U.S. history up to that time. The report's conclusion was that the probable cause of the accident was the explosion of flammable fuel vapors in the center fuel tank. Although it could not be determined with certainty, the likely ignition source was a short circuit. Problems with the aircraft's wiring were found, including evidence of arcing in the fuel quantity indication system (FQIS) wiring that enters the tank. The FQIS on Flight 800 is known to have been malfunctioning: the captain remarked about "crazy" readings from the system about two minutes and 30 seconds before the aircraft exploded. As a result of the investigation, new requirements were developed for aircraft to prevent future fuel-tank explosions.
On the day of the accident, the airplane departed from Ellinikon International Airport in Athens, Greece, as TWA Flight 881 and arrived at John F. Kennedy International Airport at about 4:38 p.m. The aircraft was then refueled and the crew was changed.
The crew was led by 58-year-old Captain Ralph G. Kevorkian, who had flown for TWA for 31 years and the U.S. Air Force for nine years and had logged 18,700 flight hours, including 5,490 on the Boeing 747. Captain/check airman Steven E. Snyder, 57, had flown for TWA for 32 years and had logged 17,200 flight hours, including 4,700 on the Boeing 747. Flight engineer/check airman Richard G. Campbell Jr., 63, had flown for TWA for 30 years and the U.S. Air Force for 12 years and had logged 18,500 flight hours, including 3,800 on the Boeing 747. Also with the crew was 25-year-old flight engineer trainee Oliver Krick, who previously served as a business pilot for four years and had 2,520 flight hours, including 30 on the Boeing 747. Krick had flown for TWA for 26 days and was starting the sixth leg of his initial operating experience training. Flight 800 was actually a training flight for Kevorkian, and he was seated in the captain's (left) seat. Captain Snyder was seated in the first officer's (right) seat monitoring Kevorkian's progress. Flight Engineer Campbell was seated in the cockpit jump seat. Flight engineer trainee Krick was seated in the flight engineer's seat being monitored by Campbell. The NTSB Final Report gives Oliver Krick's age as being 24, but the TWA press release gives 25 (TWA was correct, as Krick turned 25 on July 14, three days before the crash).
The cabin crew team of 15 consisted of Flight Service Manager Jacques Charbonnier (65) with 36 years' service at TWA, flight attendants Arlene Johnson (60) with 36 years' service, Connie Charbonnier (49) with 27 years' service, Maureen Lockhart (49) with 26 years' service, Marit Rhoads (48) with 26 years' service, Melinda Torche (46) with 26 years' service, Janet Christopher (47) with 26 years' service, Debra Diluccio (47) with 25 years' service, Mike Schuldt (51) with 23 years' service, Grace Melotin (48) with 23 years' service, Sandra Meade (42) with 21 years' service, Ray Lang (51) with 20 years' service, Dan Callas (21) with 3 months' service, and Jill Zienkiewicz (23) with 2 months' service.
The ground-maintenance crew locked out the thrust reverser for engine No. 3 (treated as a minimum equipment list item) because of technical problems with the thrust reverser sensors during the landing of TWA 881 at JFK, before Flight 800's departure. Additionally, severed cables for the engine's thrust reverser were replaced. During refueling of the aircraft, the volumetric shutoff (VSO) control was believed to have been triggered before the tanks were full. To continue the pressure fueling, a TWA mechanic overrode the automatic VSO by pulling the volumetric fuse and an overflow circuit breaker. Maintenance records indicate that the aircraft had numerous VSO-related maintenance writeups in the weeks before the accident.
TWA 800 was scheduled to depart JFK for Charles de Gaulle Airport around 7:00 p.m., but the flight's pushback was delayed until 8:02 p.m. by a disabled piece of ground equipment and a passenger/baggage mismatch. After the owner of the baggage in question was confirmed to be on board, the flight crew prepared for departure, and the aircraft pushed back from Gate 27 at the TWA Flight Center. The flight crew started the engines at 8:04 p.m. However, because of the previous maintenance undertaken on engine No. 3, the flight crew only started engines No. 1, No. 2, and No. 4. Engine No. 3 was started 10 minutes later during taxi at 8:14 p.m. The initial departure was uneventful, with the 747 taking off from Runway 22R five minutes later at 8:19 p.m.
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