EgyptAir Flight 990
EgyptAir | |
IATA flight No. | MS990 |
---|---|
ICAO flight No. | MSR990 |
Call sign | EGYPTAIR 990 |
Registration | SU-GAP |
Flight origin | Los Angeles International Airport |
Stopover | John F. Kennedy International Airport, New York City |
Destination | Cairo International Airport |
Occupants | 217 |
Passengers | 203 |
Crew | 14 |
Fatalities | 217 |
Survivors | 0 |
EgyptAir Flight 990 (MS990/MSR990) was a scheduled flight from
Since the crash occurred in international waters, it was investigated by the Ministry of Civil Aviation's Egyptian Civil Aviation Agency (ECAA) and the National Transportation Safety Board (NTSB) under International Civil Aviation Organization rules. As the ECAA lacked the resources of the NTSB, the Egyptian government asked the American government to have the NTSB handle the investigation.
Two weeks after the crash, the NTSB proposed that they hand the investigation over to the United States Federal Bureau of Investigation (FBI), as all of the evidence that they had collected up until that point suggested that a criminal act had taken place, and that the crash was the result of an intentional act, rather than an accident.
The Egyptian authorities refused to accept this idea, and repeatedly declined the proposal to hand the investigation over to the FBI. As a result the NTSB was forced to continue the investigation alone, despite it falling outside of their investigative purview.
The NTSB found that the cause of the accident was the airplane's departure from normal cruise flight and subsequent impact with the Atlantic Ocean "as a result of the relief first officer's flight control inputs". However they were ultimately unable to determine any specific reason for his alleged actions.[3] The ECAA independently concluded that the incident was caused by mechanical failure of the aircraft's elevator control system. The Egyptian report suggested several possibilities for the cause of the accident, focusing on the possible failure of one of the right elevator's power control units.[3][4]
However the NTSB continues to dispute the findings of the ECAA report, claiming that there is no possible explanation for the doomed flight’s final movements, other than an intentional human act.[5]
Aircraft, crew, and passengers
Aircraft
Flight 990 was being flown in a
Cockpit crew
Flight 990's cockpit crew consisted of 57-year-old Captain Ahmed El-Habashi, 36-year-old First Officer Adel Anwar, who was switching duty with another co-pilot so he could return home in time for his wedding, 52-year-old relief Captain Raouf Noureldin, 59-year-old relief First Officer Gameel Al-Batouti, and the airline's chief pilot for the Boeing 767, Captain Hatem Rushdy. Captain El-Habashi was a veteran pilot who had been with EgyptAir for 36 years and had accumulated about 14,400 total flight hours, more than 6,300 of which were on the 767. Relief First Officer Al-Batouti had close to 5,200 flight hours in the 767 and a total of roughly 12,500 hours.[3]
Because of the 10-hour scheduled flight time, the flight required two complete flight crews, each consisting of one
While the cruise crew was intended to take over far into the flight, relief first officer Al-Batouti entered the cockpit and recommended that he relieve the command first officer 20 minutes after takeoff. Command first officer Anwar initially protested, but eventually relented.[3]
Passengers
The flight was carrying 203 passengers from seven countries: Canada, Egypt, Germany, Sudan, Syria, the United States, and Zimbabwe. Of the 217 people on board, 100 were American, 89 were Egyptian (75 passengers, 14 crew), 21 were Canadian, and seven were of other nationalities.[9] Many of the American passengers,[10] (of which many were elderly) were booked with the tour group Grand Circle Travel for a 14-day trip to Egypt.[11] Of the 203 passengers, 32 boarded in Los Angeles; the rest boarded in New York. Four were nonrevenue EgyptAir crew members.[12] Included in the passenger manifest were 33 Egyptian military officers returning from a training exercise; among them were two brigadier generals, a colonel, a major, and four other air force officers. After the crash, newspapers in Cairo were prevented by censors from reporting the officers' presence on the flight.[13]
Nation | Number |
---|---|
United States | 100 |
Egypt | 89 |
Canada | 21 |
Syria | 3 |
Sudan | 2 |
Germany | 1 |
Zimbabwe | 1 |
Total | 217 |
The authorities at John F. Kennedy International Airport (JFK) used the Ramada Plaza JFK Hotel to house relatives and friends of the victims of the crash. Due to its similar role after several aircraft crashes, the Ramada became known as the "Heartbreak Hotel".[14][15]
Flight details
At 1:20 am EST (06:20 UTC), the aircraft took off from JFK's runway 22R. At 1:44, the flight reached its cruising altitude of 33,000 feet. At 1:48, captain El-Habashi left the cockpit and went to the lavatory. During that time, relief first officer Al-Batouti was alone in the cockpit. At 1:48:39, he began to exclaim, "I rely on God," and, at 1:49:45, disengaged the autopilot. The autopilot-disengagement warning was not heard on the CVR, indicating that the autopilot was disengaged manually,[a] and, for the next 10 seconds, the aircraft remained in straight and level flight.
First dive and recovery
At 1:49:53, the throttles of both engines were moved to idle, and, 1 second later, the aircraft entered an increasingly steep dive, resulting in
Climb, second dive, and crash
Due to the loss of electrical power, the flight recorders stopped recording by 1:50:38; thus, all that is known from this point on is based on primary radar returns from the aircraft (produced by the reflection of radar waves from its surface) and on the distribution of its wreckage. Radar data indicated that, at approximately 1:50:38, the aircraft entered a steep climb, presumably due to the abrupt maneuvers made by the flightcrew to recover from the dive. Between 1:50:38 and 1:51:15, the 767 climbed from 16,000 feet (4,900 m) back to 25,000 feet (7,600 m), during which time its heading changed from 80° to 140°.
At 1:51:15, the aircraft entered another steep dive, with an average descent rate of around 20,000 feet (6,100 m) per minute. At some point during the final descent, the left engine and some other small pieces of debris separated from the aircraft due to the extreme structural stresses produced during the dive.[3] The stress placed on the airframe caused structural integrity to fail at approximately 10,000 feet. The aircraft sections impacted the ocean at approximately 1:52 am EST, with the last primary radar return from the aircraft being received at 1:52:05. All 217 people on board were killed.[16]
Air traffic control
US air traffic controllers provided transatlantic flight-control operations as a part of the New York Air Route Traffic Control Center (referred to in radio conversations simply as "Center" and abbreviated in the reports as "ZNY"). The airspace is divided into "areas", and "Area F" was the section that oversaw the airspace through which Flight 990 was flying. Transatlantic commercial air traffic travels via a system of routes called the North Atlantic Tracks, and Flight 990 was the only aircraft at the time assigned to fly North Atlantic Track Zulu. Also, a number of military operations areas are over the Atlantic, called "warning areas", which are also monitored by New York Center, but records show that these were inactive the night of the accident.[3]
Interaction between ZNY and Flight 990 was completely routine. After takeoff, Flight 990 was handled by three different controllers as it climbed up in stages to its assigned cruising altitude.
The records of the radar returns then indicate a sharp descent, with the plane dropping 14,600 ft (4,500 m) in 36 seconds before its last altitude report at 06:50:29
Flight recorders
The
Search-and-rescue operations
The aircraft crashed in international waters, so the Egyptian government had the right to initiate its own search and rescue and investigation. Because the government did not have the resources to salvage the aircraft, the Egyptian government requested that the United States lead the investigation. The Egyptian government signed a letter formally ceding responsibility of investigating the accident to the United States.[2]
Search-and-rescue operations were launched within minutes of the loss of radar contact, with the bulk of the operation being conducted by the
At sunrise, the
The U.S. Navy
A second salvage effort was made in March 2000 that recovered the aircraft's second engine and some of the cockpit controls.[22][23]
Investigations
Under the
Initially, there was speculation that the crash was related to the 1991 crash of Lauda Air Flight 004, which was caused by an uncommanded thrust reverser deployment, leading to a similar nose dive from cruising altitude. The two 767s involved were assembled back-to-back and had identical Pratt & Whitney PW4000 engines.[24][25]
Two weeks after the crash, the NTSB proposed declaring the crash a criminal event and handing the investigation over to the FBI. Egyptian government officials protested, and Omar Suleiman, head of Egyptian intelligence, traveled to Washington to join the investigation.[22]
Defection of Hamdi Hanafi Taha
In February 2000, EgyptAir 767 captain Hamdi Hanafi Taha sought political asylum in London after landing his aircraft there. In his statement to British authorities, he claimed to have knowledge of the circumstances behind the crash of Flight 990. Taha attested that first officer Gameel Al-Batouti had intentionally crashed the plane to exact revenge on an airline executive, who had recently demoted Al-Batouti, and happened to be on board.[26] Taha also is reported to have said that he wanted to "stop all lies about the disaster," and to put much of the blame on EgyptAir management.[22]
Osama El-Baz, an adviser to Egyptian President Hosni Mubarak, said, "This pilot can't know anything about the plane; the chances that he has any information [about the crash of Flight 990] are very slim."[27] EgyptAir officials also immediately dismissed Taha's claim.[28] American investigators confirmed key aspects of Taha's information, but decided not to anger the Egyptian government further by issuing any official statement about Al-Batouti's motive.[26][29] EgyptAir terminated Taha's employment,[30] and his application for British asylum was reportedly declined,[22] though he gave an extensive 2002 newspaper interview in London[29] and was featured in a 2005 documentary.[10]
NTSB investigation and conclusion
The NTSB investigation centered on the actions of the relief first officer, Gameel Al-Batouti. The NTSB determined that the only way for the observed split elevator condition to occur was if the left seat pilot (the captain's position) was commanding nose up while the right seat pilot (the first officer's position) commanded nose down. As the Egyptian investigation forwarded various mechanical failure scenarios, they were each tested by the NTSB and found not to match the factual evidence. The NTSB concluded that no mechanical failure scenario either they or the Egyptian investigation could come up with matched the evidence on the ground, and that even if mechanical failure was a factor, the 767's design would have made the situation recoverable.[3]
The NTSB's final report was issued on March 21, 2002, after a two-year investigation. The NTSB concluded that the probable cause of the crash was the relief first officer's actions, but it did not determine the reason for those actions.[3]
From the NTSB report's "Summary" section:
1. The accident airplane's nose-down movements did not result from a failure in the elevator control system or any other airplane failure.
2. The accident airplane's movements during the initial part of the accident sequence were the result of the relief first officer's manipulation of the controls.
3. The accident airplane's movements after the command captain returned to the cockpit were the result of both pilots' inputs, including opposing elevator inputs where the relief first officer continued to command nose-down and the captain commanded nose-up elevator movements.
From the NTSB report's "Probable Cause" section:
The National Transportation Safety Board determines that the probable cause of the EgyptAir flight 990 accident is the airplane's departure from normal cruise flight and subsequent impact with the Atlantic Ocean as a result of the relief first officer's flight control inputs. The reason for the relief first officer's actions was not determined.
ECAA investigation and conclusion
After formally ceding responsibility for the investigation of the accident to the NTSB, the Egyptian authorities became increasingly unhappy with the direction the investigation was heading, and launched their own investigation in the weeks following the accident. The ECAA report concluded that "the Relief First Officer did not deliberately dive the airplane into the ocean" and that mechanical failure was "a plausible and likely cause of the accident".[4]
William Langewiesche, an aviation journalist, said: "[I]n the case of the Egyptians, they were following a completely different line of thinking. It seemed to me that they knew very well that their man, Batouti, had done this. They were pursuing a political agenda that was driven by the need to answer to their higher-ups in a very pyramidal, autocratic political structure. The word had been passed down from on high, probably from Mubarak himself, that there was no way that Batouti, the co-pilot, could have done this. For the accident investigators in Egypt, the game then became not pursuing the truth, but backing the official line."[31]
Responses to reports
The NTSB investigation and its results drew criticism from the Egyptian government, which advanced several alternative theories about mechanical malfunction of the aircraft.[4] The theories proposed by Egyptian authorities were tested by the NTSB, but none was found to match the facts. For example, an elevator assembly hardover (in which the elevator in a fully extended position sticks because the hinge catches on the tail frame) proposed by the Egyptians was discounted because the flight recorder data showed the elevator was in a "split condition". In this state, one side of the elevator is up and the other down; on the 767, this condition is only possible through flight control input (i.e., one yoke is pushed forward, the other pulled backward).[3]
Some evidence indicated that one of the right elevator's power control units may have suffered a malfunction, and the Egyptian investigation mentioned this as a likely cause of the crash.[4] While noting that the damage did indeed exist, the NTSB countered that it was more likely a result of the crash rather than a pre-existing problem, as the 767 is designed to remain airworthy even with two PCUs failed.[3]
Media coverage
While the official investigation was proceeding, speculation about the crash ran rampant in both Western and Egyptian media.
Western media speculation
Long before the NTSB issued its final report, Western media began to speculate about the meaning of the recorded cockpit conversations and about possible motives – including suicide and terrorism – behind Al-Batouti's actions on the flight. The speculation, in part, was based on leaks from an unnamed federal law-enforcement official that the crew member in the co-pilot's seat was recorded as saying, "I made my decision now. I put my faith in God's hands."[32]
During a press conference held on November 19, 1999, NTSB chairman Jim Hall denounced such speculation, and said that it had "done a disservice to the long-standing friendship between the people of the United States of America and Egypt."[33]
On November 20, 1999, the Associated Press quoted senior American officials as saying that the quotation was not in fact on the recording.[33] It is believed that the speculation arose from a mistranslation of an Egyptian Arabic phrase (Tawkalt ala Allah) meaning "I rely on God."[2]
London's Sunday Times, quoting unnamed sources, speculated that the relief first officer had been "traumatized by war," and was depressed because many members of his fighter squadron in the 1973 war had been killed.[34]
The unprecedented presence of 33 members of the Egyptian general staff on the flight (contrary to standard operating procedure) fed a number of conspiracy theories. Some opined that it was an action (and potentially a conspiracy) of Muslim extremists against Egypt. Others countered that Mossad had targeted them.[35]
Egyptian media reaction and speculation
The Egyptian media reacted with outrage to the speculations in the Western press. The state-owned Al Ahram Al Misri called Al-Batouti a "martyr", and the Islamist Al Shaab covered the story under a headline that stated, "America's goal is to hide the truth by blaming the EgyptAir pilot."[33]
At least two Egyptian newspapers,
Unifying all the Egyptian press was a stridently held belief that "it is inconceivable that a pilot would kill himself by crashing a jet with 217 people aboard. 'It is not possible that anyone who would commit suicide would also kill so many innocent people alongside him,' said Ehab William, a surgeon at Cairo's Anglo-American Hospital."[33]
The Egyptian media also reacted against Western speculation of terrorist connections. The Cairo Times reported, "The deceased pilot's nephew has lashed out in particular against speculation that his uncle could have been a religious extremist. 'He loved the United States,' the nephew said. 'If you wanted to go shopping in New York, he was the man to speak to, because he knew all the stores.'"[33]
Reaction of the Egyptian public
William Langewiesche, an author, journalist, and aviator, said that in Cairo, he encountered three groups of people. He said that the ordinary Cairenes believed that an American conspiracy existed to attack EgyptAir 990 and that the Americans were covering up the fact. He added that a small group of Cairenes, mostly consisting of "intelligentsia", "knew perfectly well that Batouti, the co-pilot, had pushed that airplane into the water, and that the Egyptian government was stonewalling and was engaged in what they saw as a typical exercise in Egyptian governing."[31] Langewiesche said that "people involved directly in the investigation" had "presented a uniform party line, a uniform face with very few cracks. They stonewalled me, and that in itself was very interesting."[31] Langewiesche argued that "in the stonewalling, they were revealing themselves" and that if they truly believed Batouti were innocent, they would have invited Langewiesche to see proof of this theory.[31]
Aftermath
After the crash, on November 14, 1999,
A monument to EgyptAir Flight 990 is in the
Documents seized during the Operation Neptune Spear that killed Al-Qaeda leader Osama bin Laden included a few notes handwritten by bin Laden in September 2002 with the heading "The Birth of the Idea of September 11". In these notes he describes how he was inspired by the crash of EgyptAir Flight 990 on October 31, 1999, which was deliberately crashed by co-pilot Gameel Al-Batouti. "This is how the idea of 9/11 was conceived and developed in my head, and that is when we began the planning".[39]
In popular culture
Al Jazeera, an Arabic-language channel state sponsored by Qatar, produced a documentary by Yosri Fouda about the flight that was broadcast in March 2000. The documentary looked at the preliminary NTSB conclusion and speculations surrounding it. In the documentary, the NTSB data were used with a flight simulator of the same aircraft model to try to reconstruct the circumstances of the crash, but the simulator failed three times to replicate the NTSB theory for plunging a fully functioning 767 from 33,000 ft (10,000 m) to 19,000 ft (5,800 m) in 37 seconds.[40] However, a 2001 journalist describes how he successfully reproduced the incident in a Boeing flight simulator.[2]
The events of Flight 990 were featured in "Death and Denial", a season-three (2005) episode of the Canadian TV series Mayday[41] (called Air Emergency and Air Disasters in the U.S. and Air Crash Investigation in the UK and elsewhere around the world). The episode was broadcast with the title "EgyptAir 990" in the United Kingdom, Australia, and Asia.
In response to the ECAA's claim of NTSB unprofessionalism, former NTSB director of aviation safety Bernard Loeb stated:
What was unprofessional was the insistence by the Egyptians, in the face of irrefutable evidence, to anyone who knows anything about investigating airplane accidents and who knows anything about aerodynamics and airplanes, was the fact that this airplane was intentionally flown into the ocean. No scenario that the Egyptians came up with, or that we came up with, in which there were some sort of mechanical failure in the elevator control system, would either match the flight profile or was a situation in which the airplane was not recoverable.[10]
The Mayday dramatization of the crash was based on ATC tapes, as well as the CVR recordings. In interviews conducted for the program, the relief first officer's family members vehemently disputed the suicide and deliberate crash theories, and dismissed them as biased. The program nevertheless concluded that Al-Batouti crashed the plane for personal reasons; he had been severely reprimanded by his supervisor for sexual harassment after allegedly "exposing himself to teenaged girls and propositioning hotel guests",[42] and the supervisor was, in fact, on board the plane when it was brought down.[10][26]
This dramatization also depicts the relief first officer forcing the plane down while the command captain attempts to pull the plane up. Despite this, upon conclusion, the program stresses the official NTSB conclusion and the fact it makes no mention of a suicide mission. Rather, it simply states that the crash was a direct result of actions made by the co-pilot for reasons "not determined".[10]
See also
|
|
Notes
References
- ^ Geiger, Dorian (May 24, 2016). "Egypt's Long History of Air-Disaster Denial". Politico.com. Archived from the original on February 13, 2022. Retrieved February 11, 2022.
- ^ a b c d Langewiesche, William (November 2001). "The Crash of EgyptAir 990". The Atlantic. 228 (4). Archived from the original on September 9, 2010. Retrieved July 3, 2010.
- ^ a b c d e f g h i j k l m n o p q r s t u v "EgyptAir Flight 990, Boeing 767-366ER, SU-GAP, 60 Miles South of Nantucket, Massachusetts, October 31, 1999" (PDF). National Transportation Safety Board. March 13, 2002. NTSB/AAB-02/01. Archived (PDF) from the original on January 29, 2019. Retrieved April 25, 2019.
- ^ a b c d "Report of Investigation of Accident: EgyptAir 990" (PDF). Egyptian Civil Aviation Authority. June 2001. Archived (PDF) from the original on June 22, 2011. Retrieved March 19, 2014 – via National Transportation Safety Board.
- ^ Douglas, Michael (November 2, 2005), Death and Denial (Documentary, Crime, Drama, History), Stephen Bogaert, Elias Zarou, Gerry Mendicino, Alex Karzis, Galaxie Productions, NF Inc., archived from the original on February 27, 2021, retrieved December 4, 2020
- ^ "Operational Factors Group Chairman's Factual Report" (PDF). National Transportation Safety Board. January 18, 2000. Archived (PDF) from the original on June 10, 2021. Retrieved November 2, 2019.
- ^ "Systems 9 – Group Chairman Factual Report" (PDF). National Transportation Safety Board. May 26, 2000. Archived (PDF) from the original on June 10, 2021. Retrieved December 15, 2019.
- ^ "Aircraft Performance 13 – Group Chairman's Aircraft Performance Study" (PDF). National Transportation Safety board. May 4, 2000. Archived (PDF) from the original on June 10, 2021. Retrieved December 15, 2019.
- ^ Hall, Jim (August 11, 2000). "Statement on the Release of the Public Docket of the Investigation of the Crash of EgyptAir flight 990". National Transportation Safety Board. Archived from the original on September 25, 2015. Retrieved August 4, 2015.
- ^ a b c d e Mayday, Season 3, Episode 8: "EgyptAir 990 (Death and Denial)". November 2, 2005.
- ^ Swanson, Steven (November 1, 1999). "At JFK, Another Grim Routine in 'Heartbreak Hotel'". Chicago Tribune. Archived from the original on August 21, 2017. Retrieved July 6, 2017.
- St. Petersburg Times. November 2, 1999. Archivedfrom the original on February 8, 2018. Retrieved March 24, 2008.
- from the original on January 25, 2022. Retrieved April 28, 2007.
- ^ "Hotel Near JFK Airport is Familiar With Airline Tragedy". CNN. November 17, 2001. Archived from the original on December 29, 2014.
- ^ Adamson, April (September 4, 1998). "229 Victims Knew Jet Was in Trouble; Airport Inn Becomes Heartbreak Hotel Again". The Philadelphia Inquirer. Archived from the original on March 3, 2016. Retrieved March 9, 2014.
- Aviation Safety Network. Archivedfrom the original on March 30, 2018. Retrieved March 16, 2018.
- ^ Delaney, Bill (October 31, 1999). "Conditions favorable for recovering wreckage". CNN. Archived from the original on May 26, 2000. Retrieved March 25, 2020.
- ^ Gugliotta, Guy; Duke, Lynne (October 31, 1999). "217 Feared Dead in EgyptAir Crash". The Washington Post. Archived from the original on March 26, 2020. Retrieved March 25, 2020.
- ^ Zewe, Chares; Reed, Susan; Sadler, Brent (November 1, 1999). "Search for clues begins in EgyptAir disaster". CNN. Archived from the original on February 26, 2020. Retrieved March 25, 2020.
- ^ "The final, fatal flight of EgyptAir 990". Commandant's Bulletin. United States Coast Guard. January 2000. Archived from the original on March 27, 2007. Retrieved May 1, 2007.
- ^ "A Look at the Search Effort". The Washington Post. Associated Press. October 31, 1999. Archived from the original on March 26, 2020. Retrieved March 25, 2020.
- ^ from the original on December 13, 2019. Retrieved May 8, 2007.
- ^ "Systems 9 – Addendum 3 – Examination of Additional Wreckage Recovered During the Second Recovery Effort" (PDF). National Transportation Safety Board. May 26, 2000. Archived (PDF) from the original on March 25, 2020. Retrieved March 25, 2020.
- ^ "Sci/Tech Crash rumours focused on 'thrust reversers', 1999". November 3, 1999. Archived from the original on March 23, 2021. Retrieved February 3, 2021.
- ^ "Two Doomed 767S Were Partners On Assembly Line". The Seattle Times. Archived from the original on February 10, 2021. Retrieved May 25, 2020.
- ^ from the original on November 15, 2018. Retrieved January 2, 2012.
- ^ Abou El-Magd, Nadia (February 16, 2000). "Rough ride for EgyptAir". Al-Ahram Weekly. Archived from the original on May 15, 2007. Retrieved May 8, 2007.
- ^ "EgyptAir denies pilot can explain crash". BBC News. February 6, 2000. Archived from the original on August 21, 2017. Retrieved May 8, 2007.
- ^ a b Malnic, Eric; Rempel, William C.; Alonso-Zaldivar, Ricardo (March 15, 2002). "EgyptAir Co-Pilot Caused '99 Jet Crash, NTSB to Say". Los Angeles Times. Archived from the original on April 2, 2015. Retrieved March 29, 2015.
- Independent Online. March 1, 2000. Archivedfrom the original on April 2, 2015. Retrieved March 29, 2015.
- ^ a b c d Langewiesche, William (November 15, 2001). "Culture Crash". Atlantic Unbound (Interview). Interviewed by Katie Bacon. Archived from the original on October 20, 2012. Retrieved September 19, 2012.
- The New York Post. Archivedfrom the original on March 28, 2015. Retrieved March 19, 2014.
- ^ a b c d e f g "Suicide speculation under fire". Cairo Times. November 1999. Archived from the original on May 12, 2007. Retrieved April 29, 2007.
- ^ "Batouty clan stands united". Cairo Times. November 1999. Archived from the original on May 12, 2007. Retrieved April 29, 2007.
- Trinity College. Archived from the originalon January 10, 2011. Retrieved January 15, 2011.
- ^ "MS990 (MSR990) Egypt Air Flight Tracking and History - FlightAware". flightaware. Archived from the original on October 3, 2022. Retrieved October 3, 2022.
- ^ MS 986 (MSR986) EgyptAir Flight Tracking and History at flightaware.com. Retrieved May 3, 2023.
- ^ Trudy and Lee Keen, ‘’Discover Newport’s Island Cemetery’’ (Newport, 2023), p. 195.
- (in Arabic). Central Intelligence Agency. September 2002. Retrieved April 15, 2022.
- ISBN 9780813341491. Archivedfrom the original on January 25, 2016. Retrieved March 28, 2015.
- National Geographic Channel.
- from the original on September 11, 2018. Retrieved September 6, 2019.
External links
External image | |
---|---|
Pre-accident photos of SU-GAP from Airliners.net |
- NTSB Final Report (Archive)
- ECAA Final Report (Archive)
- ATC transmission transcript (Archive)
- Cockpit Voice Recorder transcript and accident summary
- Flight data recorder data summary (Archive)
- NTSB debris image links Structural debris, structural debris, engine debris
- Media links:
- "Egyptair crash" – The Guardian – Archive of various news stories
- Egypt's ambassador praises work on Flight 990 probe – CNN
- 217 feared dead in EgyptAir crash – CNN
- Crash of Flight 990 – CBS News
- Mubarak receives calls of condolences – Egyptian State Information Service
- Other links:
- MS990 – PlaneCrashInfo.com
- MS990 – AirDisaster.com[usurped]
- Accident description at the Aviation Safety Network
- EgyptAir Crash Mystery Archived June 8, 2011, at the MacLean's Magazine
- EgyptAir 990 Passenger List – St. Petersburg Times
This article incorporates public domain material from websites or documents of the National Transportation Safety Board.