Cessna 402C, Vieques, Puerto Rico, July 8, 2000–“One main landing gear tire, wheel and brake assembly, the left wing lower skin from the area above the wing flap, the left wing baggage compartment door, the right nose baggage compartment door, the cabin floor cover and some items from the U.S.
TWA Flight 800
The journey of TWA Flight 800, which began from New York JFK International Airport on the hot evening of July 17, 1996, finally ended this spring, not at its intended Paris destination but just north of Dulles International Airport with the re-reconstruction of most of the front half of the Boeing 747 in the NTSB’s new training academy, where it will be used as a teaching tool for air crash investigators.
The FAA on Friday is expected to publish a widespread proposal that would require operators and manufacturers of airliner-size airplanes to incorporate technology to meet reduced levels of flammability exposure in fuel tanks (particularly center wing tanks) “most prone to explosion.” The rules would apply to new airframe designs, as well as some 3,200 U.S.-registered Airbus and Boeing airplanes with center wing tanks currently in operation.
The comment deadlines for a November 23 notice of proposed rulemaking to incorporate technology to reduce flammability exposure in transport aircraft fuel tanks and a related advisory circular have been extended from March 23 to May 8.
In response to a congressional inquiry, the Government Accountability Office (GAO) has determined that the NTSB Training Center near Washington Dulles International Airport should either be made more cost-effective or vacated.
It is hard to believe that despite the passage of more than nine years since that hot July night, the discussion continues about TWA Flight 800, which crashed off the coast of Long Island in July 1996.
Over the last 10 years business aviation safety has improved immensely. During the same period, the entire aviation industry has been subject to a number of equipment, avionics and procedural requirements designed to reduce accidents.
May 8 is the comment deadline for a notice of proposed rulemaking to incorporate technology to reduce flammability exposure in transport aircraft fuel tanks. The proposal, published last November, would cover both new and in-production transport-category airplanes with a payload capacity of 7,500 pounds or more, as well as some 3,200 in-service Airbus and Boeing airplanes with center fuel tanks.
Ten years ago this month our aviation community suffered its second major hull loss in two months. On the heels of the ValuJet Douglas DC-9 crash in Florida, a 747-100 operating as TWA Flight 800 from New York to Paris entered a rapid descent after takeoff from Kennedy Airport and crashed into the Atlantic Ocean more than 10 miles south of Long Island on July 17, 1996.