TWA Flight 800 - Knowledge

1352:, was capable of estimating the altitude of TWA 800 after it lost power due to the CWT explosion. Because of accuracy limitations, these radar data could not be used to determine whether the aircraft climbed after the nose separated. Instead, the NTSB conducted a series of computer simulations to examine the flightpath of the main portion of the fuselage. Hundreds of simulations were run using various combinations of possible times the nose of TWA 800 separated (the exact time was unknown), different models of the behavior of the crippled aircraft (the aerodynamic properties of the aircraft without its nose could only be estimated), and longitudinal radar data (the recorded radar tracks of the east/west position of TWA 800 from various sites differed). These simulations indicated that after the loss of the forward fuselage the remainder of the aircraft continued in crippled flight, then pitched up while rolling to the left (north), climbing to a maximum altitude between 15,537 and 16,678 feet (4,736 and 5,083 m) from its last recorded altitude, 13,760 feet (4,190 m). 481:/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 2,500 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/Check Airman Snyder was seated in the first officer's (right) seat monitoring Kevorkian's progress. Flight Engineer/Check Airman Campbell was seated in the cockpit jump seat. Flight engineer trainee Krick was seated in the flight engineer's seat being monitored by Flight Engineer/Check Airman Campbell. The NTSB Final Report gives Oliver Krick's age as being 24. The TWA press release gives 25. (TWA was correct, as Krick's birthday was on July 14th.) 1411:"appear to be consistent with the airplane's calculated flightpath and other known aspects of the accident sequence." Regarding these differing accounts, the NTSB noted that based on their experience in previous investigations "witness reports are often inconsistent with the known facts or with other witnesses' reports of the same events." The interviews conducted by the FBI focused on the possibility of a missile attack; suggested interview questions given to FBI agents such as "Where was the sun in relation to the aircraft and the missile launch point?" and "How long did the missile fly?" could have biased interviewees' responses in some cases. The NTSB concluded that given the large number of witnesses in this case, they "did not expect all of the documented witness observations to be consistent with one another" and "did not view these apparently anomalous witness reports as persuasive evidence that some witnesses might have observed a missile." 1680:

investigation, but the NTSB investigation has priority. When investigative priority remains with the NTSB, the FBI must coordinate its investigative activities with the NTSB investigator-in-charge. This authority includes interviewing witnesses. The MOU states that: "his procedure is intended…to ensure that neither NTSB nor FBI investigative activity unnecessarily complicates or compromises the other agency's investigation." The new statutory language and the MOU have improved coordination between the NTSB and FBI since the TWA Flight 800 accident. As of 2005, NTSB and FBI personnel conduct joint exercises. Each agency can call upon the other's laboratories and other assets. The NTSB and the FBI have designated liaisons to ensure that information flows between agencies and to coordinate on-scene operations.

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number 4 engine fuel flow gauge about 2 1/2 minutes before the CVR recording ended. Finally, the CWT fuel quantity gauge was recovered and indicated 640 pounds instead of the 300 pounds that had been loaded into that tank. Experiments showed that applying power to a wire leading to the fuel quantity gauge can cause the digital display to change by several hundred pounds before the circuit breaker trips. Thus, the gauge anomaly could have been caused by a short to the FQIS wiring. The NTSB concluded that the most likely source of sufficient voltage to cause ignition was a short from damaged wiring, or within electrical components of the FQIS. As not all components and wiring were recovered, pinpointing the source of the necessary voltage was not possible.

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from multiple interviews of the same witnesses, the NTSB deferred and did not interview witnesses. A safety board investigator later reviewed FBI interview notes and briefed other board investigators on their contents. In November 1996, the FBI agreed to allow the NTSB access to summaries of witness accounts in which personally identifying information had been redacted and to conduct a limited number of witness interviews. In April 1998, the FBI provided the NTSB with the identities of the witnesses, but because of the time that had elapsed, a decision was made to rely on the original FBI documents rather than on reinterviewed witnesses.

412: 1372:(CIA). CIA analysts, relying on sound-propagation analysis, concluded that the witnesses could not be describing a missile approaching an intact aircraft, but were seeing a trail of burning fuel coming from the aircraft after the initial explosion. This conclusion was reached after calculating how long the sound of the initial explosion took to reach the witnesses, and using that to correlate the witness observations with the accident sequence. In all cases, the witnesses could not be describing a missile approaching an intact aircraft, as the plane had already exploded before their observations began. 1058:(CVR) and flight data recorder data showed a normal takeoff and climb, with the aircraft in normal flight before both abruptly stopped at 8:31:12 p.m. At 8:29:15 p.m., Captain Kevorkian was heard to say, "Look at that crazy fuel flow indicator there on number four... see that?" A loud noise recorded on the last few tenths of a second of the CVR was similar to the last noises recorded from other airplanes that had experienced in-flight breakups. This, together with the distribution of wreckage and witness reports, indicated a sudden, catastrophic in-flight breakup of TWA 800. 1395:

months) before the NTSB received information about the identity of the witnesses, the witness group chose not to reinterview the witnesses, but instead to rely on the original summaries of witness statements written by FBI agents as the best available evidence of the observations initially reported by the witnesses. Despite the two and a half years that had elapsed since the accident, the witness group did interview the captain of Eastwind Airlines Flight 507, who was the first to report the explosion of TWA 800, because of his vantage point and experience as an airline pilot.

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years and one month to be published. The FBI's earliest investigations and interviews, later used by the NTSB, were performed under the assumption of a missile attack, a fact noted in the NTSB's final report. Six months into the investigation, the NTSB's chairman, Jim Hall, was quoted as saying, "All three theories—a bomb, a missile, or mechanical failure—remain." Speculation was fueled in part by early descriptions, visuals, and eyewitness accounts of the disaster that indicated a sudden explosion and trails of fire moving in an upward direction.

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observe the aircraft's breakup, subsequent explosions, or fireballs. The occupants of the target track were unlikely to have been able to hear the explosions over the sound of their craft's engines and the noise of the hull traveling through water, especially if the occupants were in an enclosed bridge or cabin. Further, review of the Islip radar data for similar summer days and nights in 1999 indicated that the 30-knot track was consistent with normal commercial fishing, recreational, and cargo-vessel traffic.

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have left any damage characteristic of a missile strike, was considered. Computer simulations using missile performance data simulated a missile detonating in a location such that a fragment from the warhead could penetrate the CWT. Based on these simulations, the NTSB concluded that it was "very unlikely" that a warhead could have detonated in such a location where a fragment could penetrate the CWT without other missile fragments impacting the surrounding airplane structure, leaving distinctive impact marks.

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the aircraft. In addition, the locations of pieces of wreckage at the time of recovery and differences in fire effects on pieces that are normally adjacent to each other were evaluated. The Sequencing Group concluded that the first event in the breakup sequence was a fracture in the wing center section of the aircraft caused by an "overpressure event" in the center-wing fuel tank (CWT). An overpressure event was defined as a rapid increase in pressure resulting in failure of the structure of the CWT.

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ocean, it plans to scan each piece of debris with a three-dimensional laser scanner, with the data being permanently archived, after which the wreckage will be destroyed and the metal recycled. Any parts of the plane that cannot be recycled will be disposed of in landfills. Destruction of the wreckage was scheduled for completion before the end of 2021. The wreckage was destroyed in June 2023 near the former

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conditions showed the combination of liquid fuel and fuel-air vapor to be flammable. A major reason for the flammability of the fuel-air vapor in the CWT of the 747 was the large amount of heat generated and transferred to the CWT by air-conditioning packs located directly below the tank; with the CWT temperature raised to a sufficient level, a single ignition source could cause an explosion.

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recovered wreckage was immersed longer than two days). The NTSB concluded that it was "quite possible" that the explosive residue detected was transferred from military ships, ground vehicles, or the clothing and boots of military personnel onto the wreckage during or after the recovery operation, and that the residue was not present when the aircraft crashed into the water.

5971: 5983: 1361: 1700: 1251:, England. These tests simulated a fuel-air explosion in the CWT by igniting a propane-air mixture, which failed the tank structure from overpressure. While the NTSB acknowledged that the test conditions at Bruntingthorpe were not fully comparable to the conditions that existed on TWA 800, previous fuel explosions in the CWTs of commercial airliners such as those of 2581: 4588: 1186:); these findings received much media attention. In addition, the backs of several damaged passenger seats were observed bearing an unknown red/brown-shaded substance. According to the seat manufacturer, the locations and appearance of the substance were consistent with adhesive used in the construction of the seats, and additional laboratory testing by 1121:

evidenced by its failure to divert from its course and assist with the search-and-rescue operations. Military records examined by the NTSB showed no military surface vessels within 15 nautical miles (28 km; 17 mi) of TWA 800 at the time of the accident. In addition, the records indicated that the closest area scheduled for military use,

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The NTSB witness group concluded that the streak of light reported by witnesses might have been the actual airplane during some stage of its flight before the fireball developed, noting that most of the 258 streak-of-light accounts were generally consistent with the calculated flightpath of the accident airplane after the CWT explosion.

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were found. Of the 5% of the fuselage that was not recovered, none of the missing areas was large enough to have covered all of the damage that would have been caused by the detonation of a bomb or missile. None of the victims' remains showed any evidence of injuries that could have been caused by high-energy explosives.

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fuselage section departed simultaneously with or shortly after the red area pieces, landing relatively intact in the yellow zone; (3) the green area pieces (wings and the aft portion of the fuselage) remained intact for a period after the separation of the forward fuselage and impacted the water in the green zone.

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the water. Intense public interest arose regarding the witness reports, as did much speculation that the reported streak of light was a missile that had struck TWA 800, causing the airplane to explode. These witness accounts were a major reason for the initiation and duration of the FBI's criminal investigation.

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visited the facility and announced a final rule designed to prevent accidents caused by fuel-tank explosions. The rule required airlines to pump inert gas into the tanks. The rule covered the CWT on all new passenger and cargo airliners, and passenger planes built in most of the 1990s, but not on old

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After the accident, former Joint Chief of Staff Thomas Moorer and former White House Press Secretary Pierre Salinger speculated that the airplane was destroyed by a missile, with a nearby U.S. Navy ship being the likely culprit. The NTSB's conclusions about the cause of the TWA 800 disaster took four

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demonstrated that when the metal of the same type and thickness of the CWT was penetrated by a small charge, petalling of the surface occurred where the charge was placed, with pitting on the adjacent surfaces and visible hot-gas washing damage in the surrounding area. Since none of the recovered CWT

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Although the NTSB had already concluded that a missile strike did not cause the structural failure of the airplane, the possibility that a missile could have exploded close enough to TWA 800 for a missile fragment to have entered the CWT and ignited the fuel/air vapor, yet far enough away not to

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and a witness on a boat near Great Gun Beach. Advocates of a missile-attack scenario asserted that some of these witnesses observed a missile; analysis demonstrated that the observations were not consistent with a missile attack on TWA 800, but instead were consistent with these witnesses having

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Although it was unable to determine the exact source of the trace amounts of explosive residue found in the wreckage, the lack of any other corroborating evidence associated with a high-energy explosion led the NTSB to conclude that "the in-flight breakup of TWA flight 800 was not initiated by a bomb

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in 1991 or its use in a dog-training explosive-detection exercise about one month before the accident. Testing conducted by the FAA's Technical Center indicated that residues of the type of explosives found on the wreckage would dissipate completely after two days of immersion in seawater (nearly all

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Further examination of the airplane structure, seats, and other interior components found no damage typically associated with a high-energy explosion of a bomb or missile warhead ("severe pitting, cratering, petalling or hot-gas washing"). This included the pieces on which trace amounts of explosives

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Trace amounts of explosive residue were detected on three samples of material from three separate locations of the recovered airplane wreckage (described by the FBI as a piece of canvas-like material and two pieces of a floor panel). These samples were submitted to the FBI's laboratory in Washington,

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For almost 25 years, the wreckage of Flight 800 was kept by the NTSB and used as an accident-investigation teaching aid. By 2021, the methods taught using the wreckage were determined to no longer be relevant to modern accident investigation, which by then relied heavily on new technology, including

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During the investigation, the NTSB and the FBI clashed with each other. The agencies lacked a detailed protocol describing which agency should take the lead when whether an event was an accident or a criminal act was initially unclear. At the time of the crash, 49 CFR 831.5 specified that the NTSB's

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explosion of the center wing fuel tank (CWT), resulting from ignition of the flammable fuel/air mixture in the tank. The source of ignition energy for the explosion could not be determined with certainty, but, of the sources evaluated by the investigation, the most likely was a short circuit outside

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The NTSB's review of the released witness documents determined that they contained 736 witness accounts, of which 258 were characterized as "streak of light" witnesses ("an object moving in the sky... variously described a point of light, fireworks, a flare, a shooting star, or something similar.")

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In February 1998, the FBI, having closed its active investigation, agreed to fully release the witness summaries to the NTSB. With access to these documents no longer controlled by the FBI, the NTSB formed a second witness group to review the documents. Because of the time that had elapsed (about 21

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To evaluate the sequence of structural breakup of the airplane, the NTSB formed the Sequencing Group, which examined individual pieces of the recovered structure, two-dimensional reconstructions or layouts of sections of the airplane and various-sized three-dimensional reconstructions of portions of

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ARTCC facility that showed three tracks in the vicinity of TWA 800 that did not appear in any of the other radar data. None of these sequences intersected TWA 800's position at any time. None of the reviewed data showed radar returns consistent with a missile or other projectile traveling toward TWA

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Although considerable discrepancies existed among the many witness accounts, most had seen a "streak of light," described by 38 of 258 witnesses as ascending, moving to a point where a large fireball appeared. Several witnesses reported that the fireball divided into two parts as it descended toward

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testing and dental records. As the primary objective was to identify all remains rather than to perform detailed forensic autopsies, the thoroughness of the examinations was highly variable. Ultimately, the remains of all 230 victims were recovered and identified, and the final victim identification

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On board TWA 800 were 230 people, including 18 crew and 20 off-duty employees, most of whom were crew meant to cover the Paris-Rome leg of the flight. Seventeen of the 18 crew members and 152 of the passengers were Americans; the remaining crew member was Italian, while the remaining passengers were

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As the NTSB did not wish to renew the lease for the hangar in which it had stored the reassembled accident debris, it decommissioned the wreckage in July 2021. As the NTSB had agreements with the victims' families that the wreckage cannot be used in any kind of public memorial or be scuttled in the

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earlier in 1996, prompted Congress to pass the Aviation Disaster Family Assistance Act of 1996 as part of the federal aviation appropriations bill. Among other things, the act gives NTSB, instead of the particular airline involved, responsibility for coordinating services to the families of victims

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Because a combustible fuel-air mixture will always exist in fuel tanks, Boeing designers attempted to eliminate all possible sources of ignition in the 747's tanks. To do so, all devices are protected from vapor intrusion, and voltages and currents used by the fuel quantity indication system (FQIS)

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The NTSB concluded, "the witness observations of a streak of light were not related to a missile and that the streak of light reported by most of these witnesses was burning fuel from the accident airplane in crippled flight during some portion of the postexplosion, preimpact breakup sequence". The

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As the investigation progressed, the NTSB decided to form a witness group to more fully address the accounts of witnesses. From November 1996 through April 1997, this group reviewed summaries of witness accounts on loan from the FBI (with personal information redacted) and conducted interviews with

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Fire damage and soot deposits on the recovered wreckage indicated that some areas of fire existed on the airplane as it continued in crippled flight after the loss of the forward fuselage. After about 34 seconds (based on information from witness documents), the outer portions of both the right and

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Ultimately, based on "the accident airplane's breakup sequence; wreckage damage characteristics; scientific tests and research on fuels, fuel tank explosions, and the conditions in the CWT at the time of the accident; and analysis of witness information," the NTSB concluded that "the TWA flight 800

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Because no evidence was found that an explosive device detonated in this (or any other) area of the airplane, the overpressure event could only have been caused by a fuel-air explosion in the CWT. There were 50 US gal (190 L) of fuel in the CWT of TWA 800; tests recreating the flight

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Many grieving relatives became angry because of TWA's delayed confirmation of the passenger list, conflicting information from agencies and officials and mistrust of the recovery operation's priorities. Although NTSB vice chairman Robert Francis stated that all bodies were retrieved as soon as they

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were used to recover wreckage embedded in the sea floor. In one of the largest diver-assisted salvage operations ever conducted, often working in very difficult and dangerous conditions, more than 95% of the airplane wreckage was eventually recovered. The search-and-recovery effort identified three

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around 7:00 p.m., but the flight 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

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Thirty-eight witnesses described a streak of light that ascended vertically, or nearly so, and these accounts "seem to be inconsistent with the accident airplane's flightpath." In addition, 18 witnesses reported seeing a streak of light that originated at the surface, or the horizon, which did not

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Within days of the crash, the NTSB announced its intent to form its own witness group and to interview witnesses to the crash. After the FBI raised concerns about nongovernmental parties in the NTSB's investigation having access to this information and possible prosecutorial difficulties resulting

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For the FQIS to have been Flight 800's ignition source, a transfer of higher-than-normal voltage to the FQIS would have needed to occur, as well as some mechanism whereby the excess energy was released by the FQIS wiring into the CWT. The NTSB concluded, "the ignition energy for the CWT explosion

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With lines of authority unclear, differences in agendas and culture between the FBI and NTSB resulted in discord. The FBI, assuming that a criminal act had occurred, saw the NTSB as indecisive. Expressing frustration at the NTSB's unwillingness to speculate on a cause, one FBI agent described the

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If the Attorney General, in consultation with the Chairman of the , determines and notifies the that circumstances reasonably indicate that the accident may have been caused by an intentional criminal act, the shall relinquish investigative priority to the . The relinquishment of investigative

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The captain's CVR channel showed two "dropouts" of background power harmonics in the second before the recording ended (with the separation of the nose). This might well be the signature of an arc on cockpit wiring adjacent to the FQIS wiring. The captain commented on the "crazy" readings of the

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The NTSB reviewed the 30-knot target track to determine why it had not diverted from its course to proceed to the area where the TWA 800 wreckage had fallen. TWA 800 was behind the target, and with the target's occupants likely looking forward, they would not have been in a position to

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Anger and political pressure were also directed at Suffolk County medical examiner Charles V. Wetli as recovered bodies backlogged at the morgue. Under constant pressure to identify victims with minimal delay, pathologists worked long hours. While some victims' bodies were generally intact, most

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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

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Computer modeling and scale-model testing were used to predict and demonstrate how an explosion would progress in a 747 CWT. During this time, quenching was identified as an issue, a phenomenon in which the explosion would extinguish itself as it passed through the complex structure of the CWT.

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area received reports of an explosion from other pilots operating in the area. Many witnesses in the vicinity of the crash stated that they saw or heard explosions, accompanied by a large fireball or fireballs over the ocean, and observed debris, some of which was burning while falling into the

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sensors during the landing of TWA 881 at JFK, before Flight 800's departure. Additionally, severed cables for the engine No. 3 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

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Recovery locations of the wreckage from the ocean (the red, yellow, and green zones) clearly indicated: (1) the red area pieces (from the forward portion of the wing center section and a ring of fuselage directly in front) were the earliest pieces to separate from the airplane; (2) the forward

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The NTSB addressed allegations that the Islip radar data showed groups of military surface targets converging suspiciously in an area around the accident and that an unidentified 30-knot radar track, 3 nautical miles (5.6 km; 3.5 mi) from the crash site, was involved in foul play, as

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On June 19, 2013, the NTSB acknowledged in a press release that they received a petition for reconsideration of its investigation into the July 17, 1996, crash of TWA Flight 800. In 2014, the NTSB declined the petition to reopen the investigation. In a press release, the NTSB stated: "After a

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Approximately 80 FBI agents conducted interviews with potential witnesses daily. No verbatim records of the witness interviews were produced; instead, the agents who conducted the interviews wrote summaries that they then submitted. Witnesses were not asked to review or correct the summaries.

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In 2005, the NTSB and the FBI entered into a memorandum of understanding (MOU) that stated that, "n the immediate aftermath of a transportation accident, the NTSB is the presumptive lead investigative agency and will assume control of the accident scene." The FBI may still conduct a criminal

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TWA 800 then received a series of heading changes and generally increasing altitude assignments as it climbed to its intended cruising altitude. Weather in the area was light winds with scattered clouds, with dusk lighting conditions. The last radio transmission from the airplane occurred at

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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 at that time. The report's conclusion was that the probable cause of the accident was the

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main areas of wreckage underwater, which were classified by color. The yellow, red, and green zones contained wreckage from the front, center, and rear sections of the airplane, respectively. The green zone with the aft portion of the aircraft was located the farthest along the flight path.

505:. 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 at 8:14 p.m. Taxi and takeoff proceeded uneventfully. 3870: 4203: 906:

is empowered to declare an investigation to be potentially linked to a criminal act and to require the NTSB to relinquish control of the investigation to the FBI. In the case of TWA 800, the FBI initiated a parallel criminal investigation alongside the NTSB's accident investigation.

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During the course of its investigation, and in its final report, the NTSB issued 15 safety recommendations, mostly covering fuel tank and wiring-related issues. Among the recommendations was that significant consideration should be given to the development of modifications such as

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or hot surface ignition, a fire migrating to the CWT from another fuel tank via the vent system, an uncontained engine failure, a turbine burst in the air conditioning packs beneath the CWT, a malfunctioning CWT jettison/override pump, a malfunctioning CWT scavenger pump, or

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water. Various civilian, military, and police vessels reached the crash site within minutes of the initial water impact. They searched for survivors but found none, making TWA 800 the second-deadliest aircraft accident in United States history at that time, only exceeded by

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in Athens, Greece as TWA Flight 881 and arrived at John F. Kennedy International Airport (JFK) at about 4:38 p.m. The aircraft was 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

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Because of their unique vantage points or the level of precision and detail provided in their accounts, five witness accounts generated special interest: the pilot of Eastwind Airlines Flight 507, the crew members in the HH-60 helicopter, a streak-of-light witness aboard

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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.

1533:. This was not considered proof of a source of ignition. Evidence of arcing was found in a wire bundle that included FQIS wiring connecting to the center wing tank. Arcing signs were also seen on two wires sharing a cable raceway with FQIS wiring at station 955. 1223: 2645: 1098:

accidents, but all evidence indicated that the door was closed and locked at impact. The NTSB concluded that "the in-flight breakup of TWA flight 800 was not initiated by a pre-existing condition resulting in a structural failure and decompression."

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for storage, examination, and reconstruction. The facility became the command center and headquarters for the investigation. NTSB and FBI personnel were present to observe all transfers to preserve the evidentiary value of the wreckage. The

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Though the FQIS itself was designed to prevent danger by minimizing voltages and currents, the innermost tube of Flight 800's FQIS compensator showed damage similar to that of the compensator tube identified as the ignition source for the

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To better determine whether a fuel-air vapor explosion in the CWT would generate sufficient pressure to break apart the fuel tank and lead to the destruction of the airplane, tests were conducted in July and August 1997 using a retired

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witnessed the explosion from about eight miles (13 km) away and arrived at the scene of the explosion while debris was still falling into the water, forcing the crew to retreat. They reported their sighting to the tower at

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To determine what ignited the flammable fuel-air vapor in the CWT and caused the explosion, the NTSB evaluated numerous potential ignition sources. All but one were considered very unlikely to have been the source of ignition.

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Frame from the CIA's animated depiction of how TWA Flight 800 broke apart: When the bottom of the aircraft blew out from the exploding fuel tank, cracks spread around the fuselage and severed the entire front section of the

1000:. Many waited until the remains of their family members had been recovered, identified and released. This hotel became known as the "Heartbreak Hotel" for its role in hosting families of victims of several airliner crashes. 3477: 4256: 1017:

NTSB as "No opinions. No nothing." Meanwhile, the NTSB was required to refute or minimize speculation about conclusions and evidence, frequently supplied to reporters by law-enforcement officials and politicians. The

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wreckage exhibited these damage characteristics and none of the areas of missing wreckage was large enough to encompass all the expected damage, the investigation concluded that this scenario was "very unlikely".

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revealed multiple contacts of airplanes or objects in TWA 800's vicinity at the time of the accident. None of these contacts intersected TWA 800's position at any time. Attention was drawn to data from the

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thorough review of all the information provided by the petitioners, the NTSB denied the petition in its entirety because the evidence and analysis presented did not show the original findings were incorrect."

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left wings failed. Shortly after, the left wing separated from what remained of the main fuselage, which resulted in further development of the fuel-fed fireballs as the pieces of wreckage fell to the ocean.

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were recovered by U.S. Navy divers one week after the accident, and the machines were immediately shipped to the NTSB laboratory in Washington, D.C. for analysis. The victims' remains were transported to the

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were spotted and that wreckage was recovered only if divers believed that victims were hidden underneath, many families were suspicious that investigators were not truthful or were withholding information.

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that he "just saw an explosion out here", adding, "we just saw an explosion up ahead of us here ... about 16,000 feet or something like that, it just went down into the water." Subsequently, many

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Most witness observations of a streak of light were determined by the NTSB to be consistent with the calculated flightpath of TWA 800 after the CWT explosion (screenshot from an NTSB animation).

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memorial with the names engraved on one side and an illustration on the other of a wave releasing 230 seagulls. In July 2006, an abstract black granite statue of a 10-foot-high (3.0 m)

898:" was assembled in Washington, D.C., and arrived on the scene early the next morning. Meanwhile, initial witness descriptions led many to believe that the cause of the crash was a bomb or 5665: 1150: 1074:, detonation of a high-energy explosive device such as a missile warhead exploding either upon impact with the airplane or just before impact, a bomb exploding inside the airplane or a 4499: 4399: 2196: 1562:

The certification of the Boeing 747 with heat sources located beneath the CWT with no means to reduce the heat transferred into the CWT or to render the fuel tank vapor noncombustible

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was added above a tomb holding many of the victims' personal belongings. The lighthouse statue was designed by Harry Edward Seaman, whose cousin died in the crash, and dedicated by

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Similarly, the investigation considered the possibility that a small explosive charge placed on the CWT could have been the ignition source. Testing by the NTSB and the British

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aviation accident investigations have priority over all other federal investigations. After the TWA flight 800 investigation, the NTSB recognized the need for better clarity.

4263: 1239:

Because the research data regarding quenching were limited, a complete understanding of quenching behavior was not possible, and the issue of quenching remained unresolved.

431:

The close-up view of N93119's front fuselage, in 1972, showing the seven plugged windows on the upper deck. These plugs were blown out following the explosion of Flight 800.

4640: 3834: 1277: 4116: 3269: 5101: 5095: 4745: 4591: 4058: 1545:

The NTSB investigation ended with the adoption of the board's final report on August 23, 2000. The board determined that the probable cause of the TWA 800 accident was:

960: 4468: 4318: 3702: 1655:

of fatal aircraft accidents in the United States. In addition, it restricts lawyers and other parties from contacting family members within 30 days of the accident.

3363: 2437: 1432:

upon the missile striking the aircraft and igniting the CWT, another light, moving considerably more slowly and more laterally than the first, for about 30 seconds

6023: 6013: 5635: 5003: 3407: 2775: 1301: 1368:

At the start of the FBI's investigation, because of the possibility that international terrorists might have been involved, assistance was requested from the

6028: 1684: 1617:

had its traffic increase to 1.5 million views per day, 50% higher than its previous rate. In 1996, few U.S. government websites were updated daily, but the

3248:"The Ramada Inn at JFK was "Crash Central," the gathering place for the 230 victims' families, as well as investigators, the TWA 'go team', and the media." 5177: 1197:

The NTSB considered the possibility that the explosive residue was the result of contamination from the aircraft's use in transporting troops during the

1435:

this light descending while simultaneously developing into a fireball falling toward the ocean. None of the witness documents described such a scenario.

2350: 1639:

cargo planes. The NTSB had first recommended such a rule just five months after the incident and 33 years after a similar recommendation issued by the

5330: 2865: 2722: 1632: 4629: 3976: 5371: 4893: 2124: 5218: 5165: 4289: 1628:, that was custom-built for the purpose. The reconstructed aircraft was used to train accident investigators until it was decommissioned in 2021. 518: 2219: 2114:"In-flight Breakup Over The Atlantic Ocean, Trans World Airlines Flight 800, Boeing 747-131, N93119, Near East Moriches, New York, July 17, 1996" 1461:

NTSB further concluded, "the witnesses' observations of one or more fireballs were of the airplane's burning wreckage falling toward the ocean".

1021:, an invited party to the NTSB investigation, criticized the undocumented removal by FBI agents of wreckage from the hangar where it was stored. 5430: 5424: 5418: 5259: 5200: 1483: 939:

and laser line-scanning equipment were employed to search for and investigate underwater debris fields. Victims and wreckage were recovered by

3908:

In-flight breakup over the Atlantic Ocean, Trans World Airlines Flight 800 Boeing 747-131, N93119, near East Moriches, New York, July 17, 1996

3804: 3501: 2180: 5582: 4491: 3916: 1804: 1144:

Radar data showing vehicle and/or object tracks within 10 nautical miles (19 km; 12 mi) of TWA flight 800 just before the accident.

309: 213: 4529: 4088: 4028: 3235: 5023: 4600: 4376: 2896: 1832: 1530: 895: 348: 5110: 3188: 2683: 4407: 3922: 2965: 5740: 4649: 3302: 2157: 119: 6008: 5628: 5153: 5063: 3325: 2315: 2293: 1581: 1512:. After analysis, the investigation determined that these potential sources were "very unlikely" to have been the source of ignition. 1707:

The TWA Flight 800 International Memorial was dedicated in a 2-acre (8,100 m) parcel immediately adjoining the main pavilion at

1168:

Primary radar returns that appeared near the TWA 800 after 8:31:12 p.m.: The 30-knot track is at the bottom center of the image.

6003: 5723: 5318: 4234: 3944: 3050: 2752: 2498: 1550:

of the CWT that allowed excessive voltage to enter it through electrical wiring associated with the fuel quantity indication system.

2926: 1801:– a similar incident in 1990 involving a 737 that experienced a fuel-tank explosion on the ground, possibly caused by faulty wiring 4676: 3165: 2470: 5501: 5306: 5224: 5083: 4769: 4637: 4113: 3845: 1810: 344: 1443:

Another frame from the CIA's animation depicting how the left wing of TWA Flight 800 was shorn off and created a second fireball

5751: 5588: 5230: 4662: 3259: 2261: 1521:

are kept very low. In the case of the 747-100 series, the only wiring located inside the CWT is that associated with the FQIS.

526: 462: 425: 411: 360: 356: 230: 4050: 2996: 5277: 4452: 4177: 3732: 3025: 1798: 1349: 1256: 915: 903: 883: 1559:

The design and certification concept that fuel tank explosions could be prevented solely by precluding all ignition sources.

477:

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.

4430: 5768: 5621: 5576: 5436: 5401: 5336: 5236: 5043: 4963: 4833: 4311: 3998: 3686: 485: 5797: 5603: 5489: 5465: 5324: 5033: 4933: 4863: 4843: 4343: 4139: 2429: 1607:

Many internet users responded to the incident; the resulting web traffic set records for internet activity at the time.

797: 571: 553: 3499:

International Association of Machinists and Aerospace Workers: Analysis and Recommendations Regarding T.W.A. Flight 800

1402:

A frame from the NTSB's animation depicting how the noseless plane climbed erratically before descending into the ocean

918:

operations were conducted by federal, state, and local agencies, as well as by government contractors. Personnel in an

5495: 5471: 5194: 5171: 5073: 4883: 4873: 2402: 2346: 1453: 1377: 1369: 1091: 928: 923: 63: 42: 5925: 5559: 5389: 5365: 5353: 5271: 5206: 4923: 4823: 4714: 2834: 1669:

priority by the shall not otherwise affect the authority of the to continue its investigation under this section

1419: 1108: 1095: 1071: 363: 5483: 5312: 4953: 3264: 932: 522: 497: 247: 2776:"The Crash of Flight 800: The Passengers; Reunions and Homecomings Never Fulfilled and Sudden End to a Vacation" 5791: 4983: 3153: 2679: 1763: 1248: 1122: 978: 919: 4610: 2181:"Investigators Focus Closely on Terrorism As Cause of Explosion: Chemicals Found on Jet Victims, U.S. Reports" 6018: 5951: 5688: 5524: 5013: 4803: 4696: 2712: 1708: 1640: 1346: 959:

Pieces of wreckage were transported by boat to shore and then by truck to leased hangar space at the former

467: 455: 337: 112: 4619: 2857: 1259:

confirmed that a CWT explosion could break apart the fuel tank and lead to the destruction of an airplane.

5900: 5845: 4973: 4729: 4720: 4625: 4605: 2113: 1757: 1621:'s crash website was constantly updated and had detailed information about the salvage of the crash site. 1113: 1055: 997: 969: 899: 827: 821: 454:

in 1971. The aircraft had completed 16,869 flights with 93,303 hours of operation and was powered by four

5833: 5809: 5762: 5530: 5253: 4993: 4943: 4793: 1042:

Included in some of the witness summaries were drawings or diagrams of what the witnesses had observed.

530: 439: 325: 200: 35: 31: 4281: 536: 3871:"Witnesses 4 – Group Chairman Factual Report – Appendix Z – Interview transcript Capt. David McClaine" 1554:

In addition to the probable cause, the NTSB found the following contributing factors to the accident:

5939: 5644: 5300: 4813: 4666: 1415: 973: 451: 169: 5905: 5536: 5442: 5359: 5212: 4701: 3793: 3498: 3330: 2717: 1599: 985: 964: 562: 557: 371: 4737: 3977:"Salinger's Accusations About TWA Flight 800 Resurface in New Documentary | the Georgetowner" 2229: 5518: 5459: 5159: 4853: 4653: 4521: 4125: 4080: 4020: 3412: 3227: 1777: 1651: 1618: 1613: 1509: 1252: 1087: 1075: 1067: 4366: 2888: 1795:– an aircraft that suffered a fuel-tank explosion in midair in 1963 after being hit by lightning 1603:

A wreath is cast into the Atlantic Ocean after a ceremony to honor the deaths of the passengers.

1316:

Slide from NTSB presentation of TWA 800 breakup sequence, illustrating structure and size of CWT

2949: 2671: 17: 5377: 4460: 3912: 3906: 3694: 3469: 3417: 3371: 3196: 2957: 2808: 2783: 2188: 1792: 1745: 1712: 1688: 1644: 1625: 1495:

The NTSB also investigated whether the fuel-air mixture in the CWT could have been ignited by

1008:

others were burned, fragmented, skeletonized, or decaying, necessitating identification using

858: 809: 545: 502: 396: 94: 3292: 2571:"Test Report Number: 03-RPT-0031 Underwater Acoustic Locator Beacon (CVR) Dukane Corporation" 2149: 1426:

a light from the burning missile motor ascending very rapidly and steeply for about 8 seconds

1422:, the NTSB determined that if witnesses had observed a missile attack, they would have seen: 5884: 5383: 5265: 4913: 2373: 2319: 1496: 981: 352: 2283: 1439: 1324: 1156:

Three sequences of primary returns near TWA 800 that were only recorded by the Islip radar.

878:

in what was to be his last assignment for the network after being let go the previous week.

874:, along with his wife and daughter. He was going to France to supervise coverage of the 785: 512:

Flight path of TWA 800: The colored rectangles are areas from which wreckage was recovered.

5975: 5711: 4644: 4226: 4120: 3505: 2224: 1828: 1569: 1174:

D.C., which determined that one sample contained traces of cyclotrimethylenetrinitramine (

951: 944: 936: 894:

The NTSB was notified at approximately 8:50 p.m. on the day of the accident. A full "

489: 484:

The ground-maintenance crew locked out the thrust reverser for engine No. 3 (treated as a

478: 384: 3054: 2509: 4708: 2918: 5857: 5851: 5839: 5827: 5821: 5815: 5803: 5785: 5779: 5773: 5756: 5745: 5734: 5728: 5717: 5705: 5699: 5682: 5395: 5283: 5141:

Aviation accidents and incidents in the United States and U.S. territories in the 1990s

4685: 4672: 2459: 1786: 1635: 875: 549: 443: 374:. Although it could not be determined with certainty, the likely ignition source was a 333: 329: 108: 1789:

that revolves around a couple who witnessed and videotaped the crash of TWA Flight 800

1214: 517:

8:30 p.m., when the flight crew received and then acknowledged instructions from

470:

for nine years and had logged 18,700 flight hours, including 5,400 on the Boeing 747.

5997: 5963: 5602:

An asterisk (*) denotes an incident that took place either in a U.S. territory or at

4109: 3951: 2460:"Airplane Performance Study – Attachment I: Boeing's TWA Flight 800 FDR Data Summary" 1724: 1504: 1500: 1342: 1179: 864: 843: 746: 375: 351:(NTSB) traveled to the scene, arriving the following morning amid speculation that a 218: 98: 2251: 1086:

Close examination of the wreckage revealed no evidence of structural faults such as

57: 5987: 5693: 5676: 5670: 4169: 1360: 1222: 1029: 940: 508: 4673:

Boeing Statement Following the First Day of the NTSB's Flight 800 Sunshine Meeting

3724: 3021: 1457:

observed part of the in-flight fire and breakup sequence after the CWT explosion.

1312: 4615: 4257:"Pan Am Flight 214 CAB report (PDF) (Historical Aircraft Accident, 1963, Pan Am)" 1663:

to clarify the issue in 49 USC 1131(a)(2)(B), which was amended in 2000 to read:

1391:

airplane that was flying in the vicinity of TWA 800 at the time of the accident.

5542: 2499:"Group Chairman's Factual Report of Investigation – Cockpit Voice Recorder" 1770: 1683:

Heidi Snow, the fiancée of Flight 800 victim Michel Breistroff, established the

1338: 996:

Relatives of TWA 800 passengers and crew, as well as the media, gathered at the

850: 837: 831: 815: 793: 618: 566: 474: 3990: 1773:– director of the FBI from 1993 to 2001 who assisted in the crash investigation 882:

In addition, 16 students and five adult chaperones from the French Club of the

2535:"Group Chairman's Factual Report of Investigation – Sound Spectrum Study" 1720: 1449: 1244: 871: 159: 4464: 4351: 4147: 3698: 3473: 3421: 3375: 3200: 2961: 2787: 2192: 1066:

Investigators considered several possible causes for the structural breakup:

400: 134: 121: 3260:"Victims Knew Jet Was In Trouble Airport Inn Becomes Heartbreak Hotel Again" 1388: 854: 4431:"NTSB'S Reconstruction of the TWA Flight 800 Fuselage to be Decommissioned" 3082: 2406: 1699: 27:

1996 explosion of an American aircraft that crashed into the Atlantic Ocean

5982: 3051:"NTSB Board Meeting on TWA 800 August 22, 2000, Morning Session" 1295:

Wreckage found in each zone corresponded to specific areas of the aircraft

5053: 4690: 2123:. National Transportation Safety Board. August 23, 2000. NTSB/AAR-00/03. 1198: 840:, American crime victims' rights advocate and former TWA flight attendant 730: 458: 4658: 2606: 2508:. National Transportation Safety Board. February 9, 2000. Archived from 378:. Problems with the aircraft's wiring were found, including evidence of 5613: 1716: 634: 3758:"Metallurgy/Structures Group Chairman Factual Report Sequencing Study" 1572:

for new airplane designs, and where feasible, for existing airplanes.

4724: 4680: 4552:"NTSB dismantles TWA Flight 800 wreckage in Loudoun County this week" 1263:

in-flight breakup was initiated by a fuel/air explosion in the CWT."

1182:

and the third a combination of RDX and pentaerythritol tetranitrate (

1033:

An FBI witness statement summary (with personal information redacted)

714: 682: 650: 602: 447: 379: 343:

All 230 people on board died in the crash; it is the third-deadliest

4021:"Statement on Petition for Reconsideration of TWA 800 Investigation" 3157: 2988: 2405:(Press release). Trans World Airlines. July 19, 1996. Archived from 1643:

Bureau of Safety on December 17, 1963, nine days after the crash of

1398: 4453:"Wreckage from TWA Flight 800 to be destroyed 25 years after crash" 1611:'s traffic quadrupled to 3.9 million views per day. The website of 1125:

W-387A/B, was 160 nautical miles (296 km; 184 mi) south.

540:

Burning wreckage of Flight 800 on the surface of the Atlantic Ocean

1737: 1698: 1598: 1438: 1397: 1384: 1380: 1359: 1323: 1311: 1221: 1213: 1028: 950: 784: 698: 666: 535: 507: 317: 236: 3991:"Six months later, still no answer to the TWA Flight 800 mystery" 3408:"Airliner Bombings Are Reviewed For Similarities to T.W.A. Crash" 2858:"Montoursville mourns: Flight 800 took away 'part of its future'" 2316:"NTSB Board Meeting on TWA 800 August 23, 2000, Part 4" 1414:

After missile visibility tests were conducted in April 2000, at

1187: 1183: 902:

attack. As the NTSB does not investigate criminal activity, the

521:

to climb to 15,000 feet (4,600 m). The last recorded radar

461:

engines. On the day of the accident, the airplane departed from

313: 308:) was a scheduled international passenger flight from New York ( 252: 5617: 5114: 4741: 2672:"ASN Aircraft accident Boeing 747-131 N93119 East Moriches, NY" 4371: 3297: 2809:"Ana Maria Shorter, Wife of Jazz Musician, Dies On Flight 800" 2288: 2256: 1608: 1218:

The wing center section of a Boeing 747-100, including the CWT

1175: 1009: 1813:– another Boeing 747 crash giving rise to conspiracy theories 1283:

Map showing the locations of the red, yellow, and green zones

1019:

International Association of Machinists and Aerospace Workers

805:

of various other nationalities. Notable passengers included:

62:

The reconstructed wreckage of TWA 800, stored by the NTSB at

3945:"National Transportation Safety Board Safety Recommendation" 2644:. National Transportation Safety Board. September 12, 1997. 2469:. National Transportation Safety Board. September 30, 1997. 4528:. National Transportation Safety Board. February 22, 2021. 4522:"NTSB's TWA Flight 800 Reconstruction to be Decommissioned" 4282:"Report and Recommendations Regarding TWA Flight 800 Crash" 2544:. National Transportation Safety Board. November 15, 1997. 834:'s partner of twelve years, interior designer, and director 544:

Thirty-eight seconds later, David McClaine, the captain of

417:

N93119, the aircraft involved in the accident, in May 1995.

4492:"After 25 years, NTSB to dismantle TWA 800 reconstruction" 3326:"A Heartbreak Hotel for Kin They wait, Weep at JFK Ramada" 3324:

Chang, Ying; Lambiet, Jose; Jere, Hester (July 20, 1996).

3189:"For Crash Victims' Families, A Painful Return to Routine" 955:

Wreckage recovered with tangled and damaged wires attached

5666:

1931 Transcontinental & Western Air Fokker F-10 crash

4200:"TWA Flight 800 wreckage in Ashburn to be decommissioned" 3293:"Hotel Near JFK Airport is Familiar With Airline Tragedy" 2580:. National Transportation Safety Board. January 7, 1997. 3880:. National Transportation Safety Board. March 25, 1999. 1531:

surge tank fire that destroyed a 747 near Madrid in 1976

554:

which had suffered a near-crash of its own a month prior

1452:

Flight 217, a land witness on the Beach Lane Bridge in

1190:

identified the substance as consistent with adhesives.

4081:"NTSB Denies Petition on 1996 Crash of TWA Flight 800" 3950:. National Transportation Safety Board. Archived from 3650:"Flight Data Recorder Group Chairman's Factual Report" 3053:. National Transportation Safety Board. Archived from 2318:. National Transportation Safety Board. Archived from 1525:

most likely entered the CWT through the FQIS wiring."

1465:

Possible ignition sources of the center wing fuel tank

1307:

The pathways the wreckage took as it fell to the ocean

5923: 3725:"Source: Traces of 2nd explosive found in TWA debris" 3515: 3513: 3045: 3043: 2635:"Air Traffic Control Group Chairman's Factual Report" 1687:

nonprofit group together with families of victims of

4344:"Improvements Resulting From NTSB's Recommendations" 2397: 2395: 760: 5893: 5877: 5658: 5651: 5569: 5552: 5511: 5452: 5411: 5346: 5293: 5246: 5187: 5146: 4580: 4051:"NTSB Refuses to Reopen TWA Flight 800 Crash Probe" 3828: 3826: 3824: 3822: 2950:"No Survivors Among 228 In N.Y. Jetliner Explosion" 2948:Malkin, Lawrence; Knowlton, Brian (July 19, 1996). 2428:Redding, Cliff; Schwartzman, Paul (July 19, 1996). 291: 283: 275: 267: 259: 243: 225: 209: 199: 191: 183: 175: 165: 155: 150: 104: 90: 75: 70: 4686:Learning from a Tragedy: Explosions and Flight 800 4446: 4444: 3572: 3148: 3146: 3109: 3107: 3105: 3103: 1226:Scale-model test of a CWT fuel/air vapor explosion 3803:. National Aeronautics and Space Administration. 3570: 3568: 3566: 3564: 3562: 3560: 3558: 3556: 3554: 3552: 1345:, using specialized processing software from the 370:explosion of flammable fuel vapors in the center 347:in U.S. history. Accident investigators from the 332:serving the flight exploded and crashed into the 41:"Flight 800" redirects here. For other uses, see 4367:"Coping with sudden loss after airplane crashes" 3835:"Solving the Mystery of the 'Missile Sightings'" 3752: 3750: 2284:"FBI: No criminal evidence behind TWA 800 crash" 2108: 2106: 2104: 2102: 2100: 2098: 2096: 2094: 2092: 2090: 2088: 2086: 2084: 2082: 2080: 2078: 2076: 2074: 2072: 2070: 2068: 2066: 2064: 2062: 2060: 2058: 2056: 2054: 2052: 2050: 2048: 2046: 2044: 2042: 800:. All three were killed on board TWA Flight 800. 4114:Many Hits, Some Misses: The Post-Crash Web Rush 3364:"Navy Retrieves 2 'Black Boxes' From Sea Floor" 2889:"Town still mourns 10 years after TWA 800" 2252:"Aviation and criminal experts probe TWA crash" 2040: 2038: 2036: 2034: 2032: 2030: 2028: 2026: 2024: 2022: 2020: 2018: 2016: 2014: 2012: 2010: 2008: 2006: 2004: 2002: 2000: 1998: 1996: 1994: 1992: 1990: 1988: 1986: 1984: 1982: 1980: 1978: 1976: 1974: 1972: 1970: 1968: 1966: 1964: 1962: 1960: 1958: 1956: 1954: 1952: 1950: 1948: 1946: 1944: 1942: 1940: 1938: 1936: 1934: 1932: 1930: 1928: 1926: 1924: 1922: 1920: 1918: 1916: 1914: 1912: 1910: 1908: 1906: 1904: 1902: 1900: 1898: 1896: 1894: 1892: 1890: 1888: 1886: 1884: 1882: 1880: 1878: 1876: 1874: 1872: 1870: 1868: 1866: 1864: 1862: 1666: 1556: 1547: 1210:Fuel-air explosion in the center wing fuel tank 3462:"Behind a Calm Facade, Chaos, Distrust, Valor" 3455: 3453: 3451: 3449: 3447: 3445: 3443: 3401: 3399: 3397: 3357: 3355: 3353: 3016: 3014: 1860: 1858: 1856: 1854: 1852: 1850: 1848: 1846: 1844: 1842: 1624:The wreckage was moved to an NTSB facility in 1267:In-flight breakup sequence and crippled flight 1107:A review of recorded data from long-range and 1013:occurred more than 10 months after the crash. 867:'s second wife, and the couple's niece, Dalila 5629: 5126: 4753: 4227:"Rule Readied to Prevent Airliner Explosions" 3844:. Central Intelligence Agency. Archived from 2493: 2491: 2218:Fedarko, Kevin; et al. (July 29, 1996). 525:return from the airplane was recorded by the 488:item) because of technical problems with the 450:in July 1971. The plane was purchased new by 8: 4129:. August 6, 1996. Retrieved on June 5, 2009. 1685:AirCraft Casualty Emotional Support Services 383:requirements were developed for aircraft to 50: 5004:TAM Transportes Aéreos Regionais Flight 402 4725:"Skeptoid #99: Reassembling TWA Flight 800" 3521:"Documents Pertaining to Witnesses 300-399" 5655: 5636: 5622: 5614: 5133: 5119: 5111: 4760: 4746: 4738: 4710:ATC recording (courtesy Allec Joshua Ibay) 2220:"Terror on Flight 800: Who wishes us ill?" 1474:Missile fragment or small explosive charge 1429:the light disappearing for up to 7 seconds 581: 320:. On July 17, 1996, at approximately 8:31 56: 49: 5331:American International Airways Flight 808 3911:. Diane Publishing. 2000. pp. 294–. 3578:"Witness Group Chairman's Factual Report" 3076: 3074: 3072: 2403:"Passenger and crew list, TWA Flight 800" 1767:- 2000 horror film based on this incident 1650:The crash of TWA Flight 800, and that of 1633:United States Secretary of Transportation 1356:Analysis of reported witness observations 796:and her daughters, Shannon and Katie, in 4611:NTSB Aircraft Accident Report Appendices 3767:. National Transportation Safety Board. 3687:"More Traces Of Explosive In Flight 800" 3659:. National Transportation Safety Board. 3623:. National Transportation Safety Board. 3614:"Documents Pertaining to Witnesses 1-99" 3587:. National Transportation Safety Board. 3530:. National Transportation Safety Board. 3124:. National Transportation Safety Board. 2707: 2705: 2703: 2701: 1062:Possible causes of the in-flight breakup 496:TWA 800 was scheduled to depart JFK for 5930: 5219:Atlantic Southeast Airlines Flight 2311 5166:Atlantic Southeast Airlines Flight 2254 3115:"Medical/Forensic Group Factual Report" 1838: 1270: 1131: 583:Final tally of passenger nationalities 5425:Atlantic Southeast Airlines Flight 529 5419:Air Transport International Flight 782 5260:Air Transport International Flight 805 5201:Ryan International Airlines Flight 590 4577: 4532:from the original on February 22, 2021 4379:from the original on February 12, 2015 4324:from the original on February 21, 2020 4292:from the original on September 8, 2015 4206:from the original on February 25, 2021 4180:from the original on December 28, 2013 4061:from the original on November 30, 2019 3685:van Natta, Don Jr. (August 31, 1996). 3428:from the original on December 26, 2013 3305:from the original on December 29, 2014 3028:from the original on February 21, 2020 2929:from the original on November 28, 2019 2868:from the original on February 25, 2018 2835:"ABC Sports Producer Was On TWA Plane" 2341:Tauss, Randolph M. (August 14, 2008). 1484:Defence Evaluation and Research Agency 6024:John F. Kennedy International Airport 6014:July 1996 events in the United States 5178:Wayne County Airport runway collision 4365:Angley, Natalie (February 10, 2015). 4202:. InsideNova.com. February 25, 2021. 3362:Van Natter, Don Jr. (July 25, 1996). 3207:from the original on December 6, 2010 2721:. Associated Press. August 27, 1996. 2686:from the original on January 12, 2012 2629: 2627: 2476:from the original on October 24, 2020 2440:from the original on December 3, 2016 2199:from the original on February 2, 2017 2160:from the original on November 4, 2019 1805:Thai Airways International Flight 114 310:John F. Kennedy International Airport 97:due to fuel tank explosion caused by 7: 4638:CIA analysis of witness observations 4601:National Transportation Safety Board 4091:from the original on August 16, 2019 3735:from the original on October 5, 2018 3705:from the original on October 5, 2018 3258:Adamson, April (September 4, 1998). 3187:Swarns, Rachel L. (August 7, 1996). 1833:National Transportation Safety Board 1661:The NTSB sought and secured language 1082:Structural failure and decompression 849:Courtney Elizabeth Johns, sister of 349:National Transportation Safety Board 6029:1996 disasters in the United States 5741:1956 Grand Canyon mid-air collision 5372:Fairchild Air Force Base B-52 crash 4031:from the original on August 9, 2019 2578:Docket No. SA-516, Exhibit No. 12-C 2542:Docket No. SA-516, Exhibit No. 12-B 2506:Docket No. SA-516, Exhibit No. 12-A 870:Jack O'Hara, executive producer of 385:prevent future fuel-tank explosions 5064:Dirgantara Air Service Flight 5940 4502:from the original on July 17, 2021 4471:from the original on July 16, 2021 4237:from the original on July 20, 2016 4225:Wald, Matthew L. (July 16, 2008). 4001:from the original on June 13, 2008 3925:from the original on July 23, 2021 3887:from the original on July 23, 2021 3774:from the original on July 23, 2021 3765:Docket No. 5A-516, Exhibit No. 18A 3666:from the original on July 23, 2021 3657:Docket No. 5A-516, Exhibit No. 10A 3630:from the original on July 23, 2021 3594:from the original on July 23, 2021 3537:from the original on July 23, 2021 3480:from the original on March 8, 2016 3338:from the original on March 9, 2014 3291:Nissen, Beth (November 17, 2011). 3272:from the original on March 3, 2016 3238:from the original on July 28, 2012 3168:from the original on March 6, 2022 3131:from the original on July 23, 2021 2999:from the original on March 6, 2022 2919:"TWA 747 explodes off Long Island" 2899:from the original on July 27, 2016 2745:"On behalf of NINO: Rico Puhlmann" 2651:from the original on July 23, 2021 2642:Docket No. SA-516, Exhibit No. 3-A 2587:from the original on July 23, 2021 2551:from the original on July 23, 2021 2467:Docket No. SA-516, Exhibit No. 13A 2374:"Jet fuel-tank protection ordered" 2296:from the original on June 22, 2019 2130:from the original on March 4, 2016 1831:from websites or documents of the 1582:TWA Flight 800 conspiracy theories 1050:Further investigation and analysis 34:. For the 1964 crash in Rome, see 25: 5724:1955 Cincinnati mid-air collision 5431:Alaska Boeing E-3 Sentry accident 5319:China Eastern Airlines Flight 583 4592:Photos of N93119 at Airliners.net 4146:. History Channel. Archived from 3807:from the original on July 1, 2013 3382:from the original on May 31, 2013 2968:from the original on May 30, 2013 2725:from the original on May 14, 2011 2264:from the original on June 1, 2019 2179:Knowlton, Brian (July 24, 1996). 1748:facility in which it was housed. 1387:airplane, as well as a U.S. Navy 5981: 5969: 5957: 5945: 5933: 5307:Japan Air Lines Cargo Flight 46E 4894:Belgian Air Force Hercules crash 4770:Aviation accidents and incidents 4586: 3406:Purdy, Matthew (July 30, 1996). 2887:Burnstein, Ben (July 12, 2006). 2837:. Tampa Bay Times. July 19, 1996 2774:Nieves, Evelyn (July 20, 1996). 2713:"Passenger List: TWA Flight 800" 1827: This article incorporates 1822: 1811:South African Airways Flight 295 1738:three-dimensional laser-scanning 1300: 1288: 1276: 1161: 1149: 1137: 943:divers and ROVs. Later, scallop 424: 410: 355:was the cause of the crash. The 328:, 12 minutes after takeoff, the 5752:1960 New York mid-air collision 5231:Continental Express Flight 2574 5024:Charkhi Dadri mid-air collision 4663:Federal Bureau of Investigation 4659:Trans World Airlines Flight 800 4451:Aratani, Lori (July 16, 2021). 4398:Katie, Thomas (July 18, 2006). 3460:Sexton, Joe (August 23, 1996). 3226:Gray, Lisa (October 23, 1997). 3081:Thomas, Evan (August 5, 1996). 2856:Lucview, John (July 16, 2016). 1516:Fuel quantity indication system 1337:Only the FAA radar facility in 886:in Pennsylvania were on board. 527:Federal Aviation Administration 463:Ellinikon International Airport 357:Federal Bureau of Investigation 302:Trans World Airlines Flight 800 231:Paris-Charles de Gaulle Airport 18:Trans World Airlines Flight 800 5278:GP Express Airlines Flight 861 4697:Passenger List: TWA Flight 800 3585:Docket No. ?, Exhibit 4-A 3122:Docket No. SA-516, Exhibit 19A 2987:Thomas, Evan (July 29, 1996). 2607:"The Flight 800 Investigation" 2372:Lowery, Joan (July 16, 2008). 2150:"What happened to Flight 800?" 1799:Philippine Airlines Flight 143 1350:84th Radar Evaluation Squadron 1257:Philippine Airlines Flight 143 1078:in the center-wing fuel tank. 911:Search-and-recovery operations 904:United States Attorney General 884:Montoursville Area High School 395:All times in this article are 1: 5769:1965 Carmel mid-air collision 5583:Martha's Vineyard plane crash 5577:American Airlines Flight 1420 5437:American Airlines Flight 1572 5402:Flagship Airlines Flight 3379 5337:Northwest Airlink Flight 5719 5225:L'Express Airlines Flight 508 5044:Ethiopian Airlines Flight 961 4606:NTSB Aircraft Accident Report 3878:Docket No. SA-516, Appendix Z 3621:Docket No. SA-516, Appendix B 3528:Docket No. SA-516, Appendix E 2430:"Doomed Crewmen Called Hardy" 2343:"The Crash of TWA Flight 800" 992:Tensions in the investigation 846:, German fashion photographer 214:John F. Kennedy Int'l Airport 5604:Naval Station Guantanamo Bay 5466:Eastwind Airlines Flight 517 5325:American Airlines Flight 102 4934:Vnukovo Airlines Flight 2801 4864:Eastwind Airlines Flight 517 4844:Formosa Airlines Flight 7613 859:Courtney Whitmore / Stargirl 853:and the inspiration for the 798:Spring Valley Village, Texas 572:American Airlines Flight 191 456:Pratt & Whitney JT9D-7AH 5502:New Hampshire Learjet crash 5496:Airborne Express Flight 827 5472:Delta Air Lines Flight 1288 5195:Los Angeles runway disaster 5172:Death of Stevie Ray Vaughan 5154:Northwest Airlines Flight 5 5084:New Hampshire Learjet crash 5074:Airborne Express Flight 827 4884:Delta Air Lines Flight 1288 4874:Garuda Indonesia Flight 865 3842:The Crash of TWA Flight 800 3801:System Failure Case Studies 3504:September 30, 2007, at the 2749:www.stadtmuseum-nordhorn.de 2347:Central Intelligence Agency 1454:Westhampton Beach, New York 1378:New York Air National Guard 1370:Central Intelligence Agency 1109:airport surveillance radars 1092:Turkish Airlines Flight 981 924:New York Air National Guard 565:facilities in the New York/ 397:Eastern Daylight Time (EDT) 64:Calverton Executive Airpark 43:Flight 800 (disambiguation) 6045: 5589:South Dakota Learjet crash 5560:United Airlines Flight 863 5390:American Eagle Flight 4184 5366:Federal Express Flight 705 5354:United Express Flight 6291 5272:American Eagle Flight 5456 5207:United Airlines Flight 585 4924:Spair Airlines Flight 3601 4691:CNN portal: TWA Flight 800 4626:Report by John Barry Smith 2378:Seattle Post-Intelligencer 1579: 1420:Fort Walton Beach, Florida 1103:Missile or bomb detonation 1096:United Airlines Flight 811 933:Remotely operated vehicles 812:, French ice hockey player 744: 728: 712: 696: 680: 664: 648: 632: 616: 600: 394: 364:Joint Terrorism Task Force 361:New York Police Department 40: 29: 6009:Death in New York (state) 5914: 5798:Dawson's Field hijackings 5598: 5484:FedEx Express Flight 1406 5313:Alan Kulwicki plane crash 5093: 4954:FedEx Express Flight 1406 4785: 4632:), posted on NTSB website 4585: 3265:The Philadelphia Inquirer 3158:"Grieving At Ground Zero" 1570:nitrogen-inerting systems 961:Grumman Aircraft facility 498:Charles de Gaulle Airport 248:Leonardo da Vinci Airport 55: 30:For the documentary, see 6004:1996 in New York (state) 5792:TWA Flight 840 hijacking 5600:This list is incomplete. 5237:Vallejo helicopter crash 4984:Westendorff UFO sighting 4964:Texel Douglas DC-3 crash 4400:"Remembering Flight 800" 2680:Flight Safety Foundation 2121:Aircraft Accident Report 548:Flight 507, operated by 5916:This list is incomplete 5689:1938 Yosemite TWA crash 5659:Accidents and incidents 5525:FedEx Express Flight 14 5490:Quincy Airport disaster 5034:Quincy Airport disaster 5014:ADC Airlines Flight 086 4824:Faucett Perú Flight 251 4804:LAC Colombia Flight 028 4665:New York Field Office ( 4643:August 5, 2011, at the 2676:Aviation Safety Network 1785:bestseller by novelist 1731:Destruction of wreckage 1709:Smith Point County Park 1641:Civil Aeronautics Board 1491:Other potential sources 1347:United States Air Force 1249:Bruntingthorpe Airfield 533:, at 8:31:12 p.m. 446:), was manufactured by 438:The accident airplane, 338:East Moriches, New York 113:East Moriches, New York 79:July 17, 1996 5901:Trans World Connection 4170:"NTSB Training Center" 4119:July 20, 2016, at the 3083:"Riddle Of The Depths" 3022:"49 USC 1131(a)(2)(B)" 1829:public domain material 1758:Boeing 747 hull losses 1704: 1671: 1631:On July 18, 2008, the 1604: 1565: 1552: 1444: 1403: 1365: 1330: 1317: 1227: 1219: 1056:cockpit voice recorder 1034: 998:Ramada Plaza JFK Hotel 970:cockpit voice recorder 956: 929:Suffolk County Airport 900:surface-to-air missile 801: 541: 513: 486:minimum equipment list 5531:Korean Air Flight 801 5254:CommutAir Flight 4821 4994:Millon Air Flight 406 4944:Hemus Air Flight 7081 4616:TWA 800 Board Meeting 4429:Freeze, Christopher. 2989:"Death On Flight 800" 2409:on September 28, 2012 2292:. November 18, 1997. 1702: 1602: 1442: 1401: 1363: 1327: 1315: 1225: 1217: 1032: 954: 890:Initial investigation 788: 556:) reported to Boston 539: 531:Trevose, Pennsylvania 511: 316:, with a stopover in 36:TWA Flight 800 (1964) 32:TWA Flight 800 (film) 5645:Trans World Airlines 5301:Lufthansa Flight 592 4814:Birgenair Flight 301 4140:"Aircraft Boneyards" 3997:. January 17, 1997. 1674:49 USC 1131(a)(2)(B) 1416:Eglin Air Force Base 1206:or missile strike." 974:flight data recorder 529:(FAA) radar site at 452:Trans World Airlines 170:Trans World Airlines 5906:Trans World Express 5537:Fine Air Flight 101 5443:Tower Air Flight 41 5360:Green Ramp disaster 5213:Merion air disaster 5102:► 1997 5096:1995 ◄ 4974:Aeroperú Flight 603 4702:The Washington Post 4490:Hemmerdinger, Jon. 4457:The Washington Post 4280:New York City Bar. 4150:on October 24, 2007 3833:Tauss, Randolph M. 3731:. August 30, 1996. 3331:New York Daily News 3057:on January 13, 2006 2718:The Washington Post 2434:New York Daily News 2232:on January 31, 2014 1376:crewmembers from a 1133:Recorded radar data 1054:Examination of the 986:Hauppauge, New York 965:Calverton, New York 916:Search-and-recovery 863:Ana Maria Shorter, 824:, American composer 584: 578:Passengers and crew 563:air traffic control 131: / 52: 5846:Flight 840 bombing 5519:Comair Flight 3272 5504:(December 24 1996) 5498:(December 22 1996) 5460:ValuJet Flight 592 5203:(February 17 1991) 5160:Avianca Flight 052 5099: 4854:ValuJet Flight 592 4654:United States Navy 4354:on April 18, 2015. 4231:The New York Times 4126:The New York Times 3691:The New York Times 3466:The New York Times 3413:The New York Times 3368:The New York Times 3193:The New York Times 3156:(August 5, 1996). 2954:The New York Times 2780:The New York Times 2380:. Associated Press 2185:The New York Times 1705: 1652:ValuJet Flight 592 1619:United States Navy 1614:The New York Times 1605: 1541:Report conclusions 1510:static electricity 1445: 1404: 1366: 1331: 1318: 1253:Avianca Flight 203 1228: 1220: 1076:fuel-air explosion 1068:structural failure 1035: 1025:Witness interviews 957: 922:helicopter of the 818:, French guitarist 802: 582: 542: 514: 156:Aircraft type 5921: 5920: 5894:Corporate affairs 5873: 5872: 5611: 5610: 5378:USAir Flight 1016 5197:(February 1 1991) 5162:(January 25 1990) 5108: 5107: 4597: 4596: 3918:978-1-4289-6207-1 3851:on August 5, 2011 3794:"Fire in the sky" 3228:"After the Crash" 3162:Newsweek Magazine 3087:Newsweek Magazine 2993:Newsweek Magazine 2925:. July 17, 1996. 2353:on August 5, 2011 2260:. July 19, 1996. 2156:. July 19, 1996. 1793:Pan Am Flight 214 1764:Final Destination 1713:Shirley, New York 1689:Pan Am Flight 103 1645:Pan Am Flight 214 1626:Ashburn, Virginia 810:Michel Breistroff 783: 782: 546:Eastwind Airlines 503:TWA Flight Center 345:aviation accident 299: 298: 135:40.650°N 72.633°W 95:In-flight breakup 16:(Redirected from 6036: 5986: 5985: 5974: 5973: 5972: 5962: 5961: 5960: 5952:New York (state) 5950: 5949: 5948: 5938: 5937: 5936: 5929: 5656: 5638: 5631: 5624: 5615: 5533:(August 6 1997)* 5486:(September 1996) 5433:(September 1995) 5386:(September 1994) 5384:USAir Flight 427 5266:USAir Flight 405 5233:(September 1991) 5156:(January 4 1990) 5135: 5128: 5121: 5112: 5100: 4914:Airstan incident 4834:USAF CT-43 crash 4794:Air Africa crash 4780: 4779: 4777: 4762: 4755: 4748: 4739: 4734: 4711: 4590: 4589: 4578: 4568: 4567: 4565: 4563: 4548: 4542: 4541: 4539: 4537: 4518: 4512: 4511: 4509: 4507: 4487: 4481: 4480: 4478: 4476: 4448: 4439: 4438: 4426: 4420: 4419: 4417: 4415: 4406:. 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July 22, 2013. 3973: 3967: 3966: 3964: 3962: 3956: 3949: 3941: 3935: 3934: 3932: 3930: 3903: 3897: 3896: 3894: 3892: 3886: 3875: 3867: 3861: 3860: 3858: 3856: 3850: 3839: 3830: 3817: 3816: 3814: 3812: 3798: 3790: 3784: 3783: 3781: 3779: 3773: 3762: 3754: 3745: 3744: 3742: 3740: 3721: 3715: 3714: 3712: 3710: 3682: 3676: 3675: 3673: 3671: 3665: 3654: 3646: 3640: 3639: 3637: 3635: 3629: 3618: 3610: 3604: 3603: 3601: 3599: 3593: 3582: 3574: 3547: 3546: 3544: 3542: 3536: 3525: 3517: 3508: 3496: 3490: 3489: 3487: 3485: 3457: 3438: 3437: 3435: 3433: 3403: 3392: 3391: 3389: 3387: 3359: 3348: 3347: 3345: 3343: 3321: 3315: 3314: 3312: 3310: 3288: 3282: 3281: 3279: 3277: 3255: 3249: 3247: 3245: 3243: 3223: 3217: 3216: 3214: 3212: 3184: 3178: 3177: 3175: 3173: 3150: 3141: 3140: 3138: 3136: 3130: 3119: 3111: 3098: 3097: 3095: 3093: 3078: 3067: 3066: 3064: 3062: 3047: 3038: 3037: 3035: 3033: 3018: 3009: 3008: 3006: 3004: 2984: 2978: 2977: 2975: 2973: 2945: 2939: 2938: 2936: 2934: 2915: 2909: 2908: 2906: 2904: 2884: 2878: 2877: 2875: 2873: 2853: 2847: 2846: 2844: 2842: 2831: 2825: 2824: 2822: 2820: 2805: 2799: 2798: 2796: 2794: 2771: 2765: 2764: 2762: 2760: 2755:on June 12, 2018 2751:. 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Archived from 2215: 2209: 2208: 2206: 2204: 2176: 2170: 2169: 2167: 2165: 2146: 2140: 2139: 2137: 2135: 2129: 2118: 2110: 1826: 1825: 1675: 1662: 1497:lightning strike 1304: 1292: 1280: 1165: 1153: 1141: 982:Medical Examiner 585: 428: 414: 353:terrorist attack 323: 234: 146: 145: 143: 142: 141: 136: 132: 129: 128: 127: 124: 115:, United States 86: 84: 60: 53: 21: 6044: 6043: 6039: 6038: 6037: 6035: 6034: 6033: 5994: 5993: 5992: 5980: 5970: 5968: 5958: 5956: 5946: 5944: 5934: 5932: 5924: 5922: 5917: 5910: 5889: 5869: 5647: 5642: 5612: 5607: 5601: 5594: 5565: 5548: 5539:(August 7 1997) 5507: 5492:(November 1996) 5448: 5445:(December 1995) 5439:(November 1995) 5421:(February 1995) 5407: 5404:(December 1994) 5398:(November 1994) 5342: 5339:(December 1993) 5327:(April 14 1993) 5303:(February 1993) 5289: 5262:(February 1992) 5242: 5183: 5180:(December 1990) 5142: 5139: 5109: 5104: 5098: 5089: 5088: 5087: 5086: 5081: 5077: 5076: 5071: 5067: 5066: 5061: 5057: 5056: 5051: 5047: 5046: 5041: 5037: 5036: 5031: 5027: 5026: 5021: 5017: 5016: 5011: 5007: 5006: 5001: 4997: 4996: 4991: 4987: 4986: 4981: 4977: 4976: 4971: 4967: 4966: 4961: 4957: 4956: 4951: 4947: 4946: 4941: 4937: 4936: 4931: 4927: 4926: 4921: 4917: 4916: 4911: 4907: 4906: 4901: 4897: 4896: 4891: 4887: 4886: 4881: 4877: 4876: 4871: 4867: 4866: 4861: 4857: 4856: 4851: 4847: 4846: 4841: 4837: 4836: 4831: 4827: 4826: 4821: 4817: 4816: 4811: 4807: 4806: 4801: 4797: 4796: 4791: 4781: 4775: 4773: 4768: 4766: 4723:(May 6, 2008). 4719: 4709: 4645:Wayback Machine 4587: 4576: 4571: 4561: 4559: 4550: 4549: 4545: 4535: 4533: 4520: 4519: 4515: 4505: 4503: 4489: 4488: 4484: 4474: 4472: 4450: 4449: 4442: 4428: 4427: 4423: 4413: 4411: 4410:on May 19, 2008 4397: 4396: 4392: 4382: 4380: 4364: 4363: 4359: 4342: 4341: 4337: 4327: 4325: 4321: 4314: 4310: 4309: 4305: 4295: 4293: 4279: 4278: 4274: 4266: 4259: 4255: 4254: 4250: 4240: 4238: 4224: 4223: 4219: 4209: 4207: 4198: 4197: 4193: 4183: 4181: 4168: 4167: 4163: 4153: 4151: 4138: 4137: 4133: 4121:Wayback Machine 4108: 4104: 4094: 4092: 4079: 4078: 4074: 4064: 4062: 4049: 4048: 4044: 4034: 4032: 4019: 4018: 4014: 4004: 4002: 3989: 3988: 3984: 3975: 3974: 3970: 3960: 3958: 3957:on June 8, 2010 3954: 3947: 3943: 3942: 3938: 3928: 3926: 3919: 3905: 3904: 3900: 3890: 3888: 3884: 3873: 3869: 3868: 3864: 3854: 3852: 3848: 3837: 3832: 3831: 3820: 3810: 3808: 3796: 3792: 3791: 3787: 3777: 3775: 3771: 3760: 3756: 3755: 3748: 3738: 3736: 3723: 3722: 3718: 3708: 3706: 3684: 3683: 3679: 3669: 3667: 3663: 3652: 3648: 3647: 3643: 3633: 3631: 3627: 3616: 3612: 3611: 3607: 3597: 3595: 3591: 3580: 3576: 3575: 3550: 3540: 3538: 3534: 3523: 3519: 3518: 3511: 3506:Wayback Machine 3497: 3493: 3483: 3481: 3459: 3458: 3441: 3431: 3429: 3405: 3404: 3395: 3385: 3383: 3361: 3360: 3351: 3341: 3339: 3323: 3322: 3318: 3308: 3306: 3290: 3289: 3285: 3275: 3273: 3257: 3256: 3252: 3241: 3239: 3225: 3224: 3220: 3210: 3208: 3186: 3185: 3181: 3171: 3169: 3152: 3151: 3144: 3134: 3132: 3128: 3117: 3113: 3112: 3101: 3091: 3089: 3080: 3079: 3070: 3060: 3058: 3049: 3048: 3041: 3031: 3029: 3020: 3019: 3012: 3002: 3000: 2986: 2985: 2981: 2971: 2969: 2947: 2946: 2942: 2932: 2930: 2917: 2916: 2912: 2902: 2900: 2886: 2885: 2881: 2871: 2869: 2855: 2854: 2850: 2840: 2838: 2833: 2832: 2828: 2818: 2816: 2815:. July 17, 1996 2807: 2806: 2802: 2792: 2790: 2773: 2772: 2768: 2758: 2756: 2743: 2742: 2738: 2728: 2726: 2711: 2710: 2699: 2689: 2687: 2670:Ranter, Harro. 2669: 2668: 2664: 2654: 2652: 2648: 2637: 2633: 2632: 2625: 2615: 2613: 2605: 2604: 2600: 2590: 2588: 2584: 2573: 2569: 2568: 2564: 2554: 2552: 2548: 2537: 2533: 2532: 2528: 2518: 2516: 2512: 2501: 2497: 2496: 2489: 2479: 2477: 2473: 2462: 2458: 2457: 2453: 2443: 2441: 2427: 2426: 2422: 2412: 2410: 2401: 2400: 2393: 2383: 2381: 2371: 2370: 2366: 2356: 2354: 2340: 2339: 2335: 2325: 2323: 2322:on May 14, 2011 2314: 2313: 2309: 2299: 2297: 2282: 2281: 2277: 2267: 2265: 2250: 2249: 2245: 2235: 2233: 2217: 2216: 2212: 2202: 2200: 2178: 2177: 2173: 2163: 2161: 2148: 2147: 2143: 2133: 2131: 2127: 2116: 2112: 2111: 1840: 1823: 1820: 1754: 1733: 1697: 1677: 1673: 1660: 1597: 1584: 1578: 1543: 1518: 1493: 1476: 1467: 1383:helicopter and 1358: 1308: 1305: 1296: 1293: 1284: 1281: 1269: 1212: 1169: 1166: 1157: 1154: 1145: 1142: 1114:Islip, New York 1105: 1084: 1064: 1052: 1027: 994: 937:side-scan sonar 920:HH-60 Pave Hawk 913: 892: 580: 490:thrust reverser 479:Flight engineer 436: 435: 434: 433: 432: 429: 420: 419: 418: 415: 404: 393: 321: 251: 235: 229: 221:, United States 217: 184:ICAO flight No. 176:IATA flight No. 140:40.650; -72.633 139: 137: 133: 130: 125: 122: 120: 118: 117: 116: 82: 80: 66: 46: 39: 28: 23: 22: 15: 12: 11: 5: 6042: 6040: 6032: 6031: 6026: 6021: 6019:TWA Flight 800 6016: 6011: 6006: 5996: 5995: 5991: 5990: 5978: 5966: 5954: 5942: 5919: 5918: 5915: 5912: 5911: 5909: 5908: 5903: 5897: 5895: 5891: 5890: 5888: 5887: 5881: 5879: 5875: 5874: 5871: 5870: 5868: 5867: 5861: 5855: 5849: 5843: 5837: 5834:TWA Flight 841 5831: 5825: 5819: 5813: 5807: 5801: 5795: 5789: 5783: 5777: 5771: 5766: 5760: 5754: 5749: 5743: 5738: 5732: 5726: 5721: 5715: 5709: 5703: 5697: 5691: 5686: 5680: 5674: 5668: 5662: 5660: 5653: 5649: 5648: 5643: 5641: 5640: 5633: 5626: 5618: 5609: 5608: 5599: 5596: 5595: 5593: 5592: 5591:(October 1999) 5586: 5580: 5573: 5571: 5567: 5566: 5564: 5563: 5556: 5554: 5550: 5549: 5547: 5546: 5545:(October 1997) 5540: 5534: 5528: 5522: 5521:(January 1997) 5515: 5513: 5509: 5508: 5506: 5505: 5499: 5493: 5487: 5481: 5480:(July 17 1996) 5478:TWA Flight 800 5475: 5469: 5463: 5456: 5454: 5450: 5449: 5447: 5446: 5440: 5434: 5428: 5422: 5415: 5413: 5409: 5408: 5406: 5405: 5399: 5396:TWA Flight 427 5393: 5392:(October 1994) 5387: 5381: 5375: 5369: 5363: 5357: 5356:(January 1994) 5350: 5348: 5344: 5343: 5341: 5340: 5334: 5333:(August 1993)* 5328: 5322: 5321:(April 6 1993) 5316: 5315:(April 1 1993) 5310: 5304: 5297: 5295: 5291: 5290: 5288: 5287: 5284:TWA Flight 843 5281: 5275: 5274:(June 7 1992)* 5269: 5263: 5257: 5256:(January 1992) 5250: 5248: 5244: 5243: 5241: 5240: 5239:(October 1991) 5234: 5228: 5222: 5221:(April 5 1991) 5216: 5215:(April 4 1991) 5210: 5204: 5198: 5191: 5189: 5185: 5184: 5182: 5181: 5175: 5169: 5163: 5157: 5150: 5148: 5144: 5143: 5140: 5138: 5137: 5130: 5123: 5115: 5106: 5105: 5094: 5091: 5090: 5082: 5079: 5078: 5072: 5069: 5068: 5062: 5059: 5058: 5052: 5049: 5048: 5042: 5039: 5038: 5032: 5029: 5028: 5022: 5019: 5018: 5012: 5009: 5008: 5002: 4999: 4998: 4992: 4989: 4988: 4982: 4979: 4978: 4972: 4969: 4968: 4962: 4959: 4958: 4952: 4949: 4948: 4942: 4939: 4938: 4932: 4929: 4928: 4922: 4919: 4918: 4912: 4909: 4908: 4904:TWA Flight 800 4902: 4899: 4898: 4892: 4889: 4888: 4882: 4879: 4878: 4872: 4869: 4868: 4862: 4859: 4858: 4852: 4849: 4848: 4842: 4839: 4838: 4832: 4829: 4828: 4822: 4819: 4818: 4812: 4809: 4808: 4802: 4799: 4798: 4792: 4789: 4788: 4787: 4786: 4783: 4782: 4767: 4765: 4764: 4757: 4750: 4742: 4736: 4735: 4721:Dunning, Brian 4717: 4706: 4693: 4688: 4683: 4670: 4656: 4647: 4635: 4634: 4633: 4623: 4613: 4608: 4595: 4594: 4583: 4582: 4581:External image 4575: 4574:External links 4572: 4570: 4569: 4558:. June 8, 2023 4543: 4513: 4482: 4440: 4421: 4390: 4357: 4335: 4312:"49 CFR 831.5" 4303: 4272: 4248: 4217: 4191: 4161: 4131: 4110:Barboza, David 4102: 4072: 4042: 4012: 3982: 3968: 3936: 3917: 3898: 3862: 3818: 3785: 3746: 3716: 3677: 3641: 3605: 3548: 3509: 3491: 3439: 3393: 3349: 3316: 3283: 3250: 3218: 3179: 3142: 3099: 3068: 3039: 3010: 2979: 2940: 2910: 2879: 2848: 2826: 2800: 2766: 2736: 2697: 2662: 2623: 2598: 2562: 2526: 2487: 2451: 2420: 2391: 2364: 2333: 2307: 2275: 2243: 2210: 2171: 2141: 1837: 1819: 1816: 1815: 1814: 1808: 1802: 1796: 1790: 1787:Nelson DeMille 1783:New York Times 1774: 1768: 1760: 1753: 1750: 1732: 1729: 1696: 1693: 1665: 1636:Mary E. Peters 1596: 1593: 1577: 1574: 1564: 1563: 1560: 1542: 1539: 1517: 1514: 1492: 1489: 1475: 1472: 1466: 1463: 1437: 1436: 1433: 1430: 1427: 1357: 1354: 1310: 1309: 1306: 1299: 1297: 1294: 1287: 1285: 1282: 1275: 1273: 1268: 1265: 1211: 1208: 1171: 1170: 1167: 1160: 1158: 1155: 1148: 1146: 1143: 1136: 1134: 1104: 1101: 1083: 1080: 1063: 1060: 1051: 1048: 1026: 1023: 993: 990: 979:Suffolk County 912: 909: 891: 888: 880: 879: 876:Tour de France 868: 861: 847: 841: 835: 825: 819: 813: 792:, a statue of 790:Love's Embrace 781: 780: 775: 770: 765: 759: 758: 755: 752: 749: 743: 742: 739: 736: 733: 727: 726: 723: 720: 717: 711: 710: 707: 704: 701: 695: 694: 691: 688: 685: 679: 678: 675: 672: 669: 663: 662: 659: 656: 653: 647: 646: 643: 640: 637: 631: 630: 627: 624: 621: 615: 614: 611: 608: 605: 599: 598: 595: 592: 589: 579: 576: 550:Boeing 737-200 468:U.S. Air Force 444:Boeing 747-131 430: 423: 422: 421: 416: 409: 408: 407: 406: 405: 392: 389: 334:Atlantic Ocean 330:Boeing 747-100 297: 296: 293: 289: 288: 285: 281: 280: 277: 273: 272: 269: 265: 264: 261: 257: 256: 245: 241: 240: 227: 223: 222: 211: 207: 206: 203: 197: 196: 193: 189: 188: 185: 181: 180: 177: 173: 172: 167: 163: 162: 160:Boeing 747-131 157: 153: 152: 148: 147: 109:Atlantic Ocean 106: 102: 101: 92: 88: 87: 77: 73: 72: 68: 67: 61: 51:TWA Flight 800 26: 24: 14: 13: 10: 9: 6: 4: 3: 2: 6041: 6030: 6027: 6025: 6022: 6020: 6017: 6015: 6012: 6010: 6007: 6005: 6002: 6001: 5999: 5989: 5984: 5979: 5977: 5967: 5965: 5955: 5953: 5943: 5941: 5940:United States 5931: 5927: 5913: 5907: 5904: 5902: 5899: 5898: 5896: 5892: 5886: 5883: 5882: 5880: 5876: 5865: 5862: 5859: 5856: 5853: 5850: 5847: 5844: 5841: 5838: 5835: 5832: 5829: 5826: 5823: 5820: 5817: 5814: 5811: 5808: 5805: 5802: 5799: 5796: 5793: 5790: 5787: 5784: 5781: 5778: 5775: 5772: 5770: 5767: 5764: 5761: 5758: 5755: 5753: 5750: 5747: 5744: 5742: 5739: 5736: 5733: 5730: 5727: 5725: 5722: 5719: 5716: 5713: 5710: 5707: 5704: 5701: 5698: 5695: 5692: 5690: 5687: 5684: 5681: 5678: 5675: 5672: 5669: 5667: 5664: 5663: 5661: 5657: 5654: 5650: 5646: 5639: 5634: 5632: 5627: 5625: 5620: 5619: 5616: 5605: 5597: 5590: 5587: 5584: 5581: 5578: 5575: 5574: 5572: 5568: 5561: 5558: 5557: 5555: 5551: 5544: 5541: 5538: 5535: 5532: 5529: 5526: 5523: 5520: 5517: 5516: 5514: 5510: 5503: 5500: 5497: 5494: 5491: 5488: 5485: 5482: 5479: 5476: 5474:(July 6 1996) 5473: 5470: 5467: 5464: 5461: 5458: 5457: 5455: 5451: 5444: 5441: 5438: 5435: 5432: 5429: 5427:(August 1995) 5426: 5423: 5420: 5417: 5416: 5414: 5410: 5403: 5400: 5397: 5394: 5391: 5388: 5385: 5382: 5379: 5376: 5373: 5370: 5367: 5364: 5361: 5358: 5355: 5352: 5351: 5349: 5345: 5338: 5335: 5332: 5329: 5326: 5323: 5320: 5317: 5314: 5311: 5308: 5305: 5302: 5299: 5298: 5296: 5292: 5285: 5282: 5280:(June 8 1992) 5279: 5276: 5273: 5270: 5267: 5264: 5261: 5258: 5255: 5252: 5251: 5249: 5245: 5238: 5235: 5232: 5229: 5226: 5223: 5220: 5217: 5214: 5211: 5208: 5205: 5202: 5199: 5196: 5193: 5192: 5190: 5186: 5179: 5176: 5173: 5170: 5167: 5164: 5161: 5158: 5155: 5152: 5151: 5149: 5145: 5136: 5131: 5129: 5124: 5122: 5117: 5116: 5113: 5103: 5097: 5092: 5085: 5075: 5065: 5055: 5045: 5035: 5025: 5015: 5005: 4995: 4985: 4975: 4965: 4955: 4945: 4935: 4925: 4915: 4905: 4895: 4885: 4875: 4865: 4855: 4845: 4835: 4825: 4815: 4805: 4795: 4784: 4771: 4763: 4758: 4756: 4751: 4749: 4744: 4743: 4740: 4732: 4731: 4726: 4722: 4718: 4716: 4712: 4707: 4704: 4703: 4698: 4694: 4692: 4689: 4687: 4684: 4682: 4678: 4674: 4671: 4668: 4664: 4660: 4657: 4655: 4651: 4648: 4646: 4642: 4639: 4636: 4631: 4627: 4624: 4621: 4617: 4614: 4612: 4609: 4607: 4604: 4603: 4602: 4599: 4598: 4593: 4584: 4579: 4573: 4557: 4553: 4547: 4544: 4531: 4527: 4523: 4517: 4514: 4501: 4497: 4496:Flight Global 4493: 4486: 4483: 4470: 4466: 4462: 4458: 4454: 4447: 4445: 4441: 4436: 4432: 4425: 4422: 4409: 4405: 4401: 4394: 4391: 4378: 4374: 4373: 4368: 4361: 4358: 4353: 4349: 4345: 4339: 4336: 4320: 4313: 4307: 4304: 4291: 4287: 4283: 4276: 4273: 4265: 4258: 4252: 4249: 4236: 4232: 4228: 4221: 4218: 4205: 4201: 4195: 4192: 4179: 4175: 4171: 4165: 4162: 4149: 4145: 4141: 4135: 4132: 4128: 4127: 4122: 4118: 4115: 4111: 4106: 4103: 4090: 4086: 4082: 4076: 4073: 4060: 4056: 4052: 4046: 4043: 4030: 4026: 4022: 4016: 4013: 4000: 3996: 3992: 3986: 3983: 3978: 3972: 3969: 3953: 3946: 3940: 3937: 3924: 3920: 3914: 3910: 3909: 3902: 3899: 3883: 3879: 3872: 3866: 3863: 3847: 3843: 3836: 3829: 3827: 3825: 3823: 3819: 3806: 3802: 3795: 3789: 3786: 3770: 3766: 3759: 3753: 3751: 3747: 3734: 3730: 3726: 3720: 3717: 3704: 3700: 3696: 3692: 3688: 3681: 3678: 3662: 3658: 3651: 3645: 3642: 3626: 3622: 3615: 3609: 3606: 3590: 3586: 3579: 3573: 3571: 3569: 3567: 3565: 3563: 3561: 3559: 3557: 3555: 3553: 3549: 3533: 3529: 3522: 3516: 3514: 3510: 3507: 3503: 3500: 3495: 3492: 3479: 3475: 3471: 3467: 3463: 3456: 3454: 3452: 3450: 3448: 3446: 3444: 3440: 3427: 3423: 3419: 3415: 3414: 3409: 3402: 3400: 3398: 3394: 3381: 3377: 3373: 3369: 3365: 3358: 3356: 3354: 3350: 3337: 3333: 3332: 3327: 3320: 3317: 3304: 3300: 3299: 3294: 3287: 3284: 3271: 3267: 3266: 3261: 3254: 3251: 3237: 3233: 3232:Houston Press 3229: 3222: 3219: 3206: 3202: 3198: 3194: 3190: 3183: 3180: 3167: 3163: 3159: 3155: 3149: 3147: 3143: 3127: 3123: 3116: 3110: 3108: 3106: 3104: 3100: 3088: 3084: 3077: 3075: 3073: 3069: 3056: 3052: 3046: 3044: 3040: 3027: 3023: 3017: 3015: 3011: 2998: 2994: 2990: 2983: 2980: 2967: 2963: 2959: 2955: 2951: 2944: 2941: 2928: 2924: 2920: 2914: 2911: 2898: 2894: 2890: 2883: 2880: 2867: 2863: 2859: 2852: 2849: 2836: 2830: 2827: 2814: 2810: 2804: 2801: 2793:September 15, 2789: 2785: 2781: 2777: 2770: 2767: 2754: 2750: 2746: 2740: 2737: 2724: 2720: 2719: 2714: 2708: 2706: 2704: 2702: 2698: 2685: 2681: 2677: 2673: 2666: 2663: 2647: 2643: 2636: 2630: 2628: 2624: 2612: 2608: 2602: 2599: 2583: 2579: 2572: 2566: 2563: 2547: 2543: 2536: 2530: 2527: 2511: 2507: 2500: 2494: 2492: 2488: 2472: 2468: 2461: 2455: 2452: 2439: 2435: 2431: 2424: 2421: 2408: 2404: 2398: 2396: 2392: 2379: 2375: 2368: 2365: 2352: 2348: 2344: 2337: 2334: 2321: 2317: 2311: 2308: 2295: 2291: 2290: 2285: 2279: 2276: 2263: 2259: 2258: 2253: 2247: 2244: 2231: 2227: 2226: 2221: 2214: 2211: 2198: 2194: 2190: 2186: 2182: 2175: 2172: 2159: 2155: 2151: 2145: 2142: 2126: 2122: 2115: 2109: 2107: 2105: 2103: 2101: 2099: 2097: 2095: 2093: 2091: 2089: 2087: 2085: 2083: 2081: 2079: 2077: 2075: 2073: 2071: 2069: 2067: 2065: 2063: 2061: 2059: 2057: 2055: 2053: 2051: 2049: 2047: 2045: 2043: 2041: 2039: 2037: 2035: 2033: 2031: 2029: 2027: 2025: 2023: 2021: 2019: 2017: 2015: 2013: 2011: 2009: 2007: 2005: 2003: 2001: 1999: 1997: 1995: 1993: 1991: 1989: 1987: 1985: 1983: 1981: 1979: 1977: 1975: 1973: 1971: 1969: 1967: 1965: 1963: 1961: 1959: 1957: 1955: 1953: 1951: 1949: 1947: 1945: 1943: 1941: 1939: 1937: 1935: 1933: 1931: 1929: 1927: 1925: 1923: 1921: 1919: 1917: 1915: 1913: 1911: 1909: 1907: 1905: 1903: 1901: 1899: 1897: 1895: 1893: 1891: 1889: 1887: 1885: 1883: 1881: 1879: 1877: 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