Lockheed L-1011-385-1 accident near Jamaica, New York, July 30, 1992
On July 30, 1992 at about 9:41 pm local time, a Lockheed L-1011-385-1, registered N11002, was destroyed in an accident near Jamaica, New York (Jfk Intl Airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). 1 person was seriously injured and 9 people had minor injuries; 282 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
DESIGN DEFICIENCIES IN THE STALL WARNING SYSTEM THAT PERMITTED A DEFECT TO GO UNDETECTED, THE FAILURE OF TWA'S MAINTENANCE PROGRAM TO CORRECT A REPETITIVE MALFUNCTION OF THE STALL WARNING SYSTEM, AND INADEQUATE CREW COORDINATION BETWEEN THE CAPTAIN AND FIRST OFFICER THAT RESULTED IN THEIR INAPPROPRIATE RESPONSE TO A FALSE STALL WARNING. (NTSB REPORT AAR-93/04)
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 30, 1992 · about 9:41 pm local time
- Place
- Jamaica, New York · Jfk Intl Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 9 people had minor injuries; 282 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed L-1011-385-1 L-1011-385
- Registration
- N11002 · registry record · serial 193B1014
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
IMMEDIATELY AFTER LIFTOFF THE STICK SHAKER ACTIVATED, AND THE FIRST OFFICER, WHO WAS MAKING THE TAKEOFF, SAID 'YOU GOT IT.' THE CAPTAIN TOOK CONTROL, CLOSED THE THRUST LEVERS, AND LANDED. HE APPLIED FULL REVERSE THRUST AND MAXIMUM BRAKING, AND TURNED THE AIRPLANE OFF THE RUNWAY TO AVOID A BARRIER AT THE END. A SYSTEM DESIGN DEFICIENCY PERMITTED A MALFUNCTIONING AOA SENSOR TO CAUSE A FALSE STALL WARNING. THE SENSOR HAD EXPERIENCED 9 PREVIOUS MALFUNCTIONS, AND WAS INSPECTED AND RETURNED TO SERVICE WITHOUT A DETERMINATION ON THE REASON FOR THE INTERMITTENT MALFUNCTION. THE FIRST OFFICER HAD INCORRECTLY PERCEIVED THAT THE AIRPLANE WAS STALLING AND GAVE CONTROL TO THE CAPTAIN WITHOUT PROPER COORDINATION OF THE TRANSFER OF CONTROL.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 20,149 hours in all; 2,397 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 49,662 hours
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 432,000 lb
- Seats: 305
- Landing gear: retractable
- Engine: Rolls-Royce RB211-22B-02 (turbofan); 0 hours total
- Fire on the ground
- Operator: Trans World Airlines
The flight
- Departed from: JFK at 9:40 pm
- Destination: SFO San Francisco CA
- Flight plan: IFR
- Runway 13R, 14,572 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Visibility: 11 statute miles
- Sky: scat at 3,500 ft
- Temperature: 75°F (24°C), dew point 63°F (17°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from JFK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 12 | |||
| Passengers | 1 | 9 | 270 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.