Boeing 727-231 incident near Flushing, New York, July 28, 1982
On July 28, 1982 at about 8:20 pm local time, a Boeing 727-231, registered N64323, suffered minor damage in an incident near Flushing, New York (Laguardia airport). It was a flight of an unrecorded kind under scheduled airline rules (Part 121). No one was hurt; 129 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this incident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 28, 1982 · about 8:20 pm local time
- Place
- Flushing, New York · Laguardia · map
- Type
- Incident
- Injuries
- No one was hurt; 129 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Boeing 727-231 · all 727-231s on the register
- Registration
- N64323 · registry record · serial 20098
- Damage
- Minor damage
- Flight
- Flight of an unrecorded kind · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
TWA FLT 524, A BOEING 727-231, WAS EXECUTING AN ILS RWY 22 APCH TO LAGUARDIA AIRPORT WHEN IT ENCOUNTERED LOW LEVEL WINDSHEAR ON FINAL APCH. THE APCH WAS CONDUCTED IN IMC. THE CREW REPORTED THAT THEY BROKE OUT AND OBSERVED THE RWY CENTERLINE LIGHTS AT 100FT ABOVE DECISION HEIGHT. THE APCH WAS STABILISHED UNTIL 50-100FT AGL WHEN THE NOSE SWUNG RAPIDLY TO THE RT TO 242DEG AND A HIGH RATE OF DESCENT DEVELOPED. THE CAPTAIN APPLIED LEFT RUDDER AND FULL POWER BUT WASUNABLE TO ARREST THE DESCENT. FLT 524 TOUCHED DOWN NR THE INTXN OF RWYS 22 AND 13, BOUNCED, RETURNED TO THE RWY SURFACE AND ROLLED OUT ON THE RWY. THE NUMBER 7 AND 8 LEADING SLATS AND THEIR ACTUATORS WERE DMGD. THE RT TIP ALSO EXHIBITED MINOR DMG. THE WIND HAD CHGD FROM 230 DEG/06 KTS WHEN FLT 524 WAS AT THE OUTER MARKER TO 330 DEG/21 KTS GUSTING TO 48KTSSHORTLY AFTER TOUCHDOWN. THE CREW MONITORED THEIR WX RADAR DRG THE APCH AND NOTED A TSTM TO THE RIGHT. AN ACFT AT THE RWY 13 RUNUP PAD REPORTED THAT HEAVY RAIN AND A GUST FRONT HIT JUST PRIOR TO TWA'S TOUCHDOWN.
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
- Ratings: multi-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 5,682 hours in all; 4,338 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 33,493 hours
- Last inspection: inspection type not recorded; 42 hours since
- Maximum gross weight: 173,000 lb
- Seats: 146
- Landing gear: retractable
- Engine: P & W JT8D-9A (turbofan); 0 hours total
- Operator: Trans World Airlines
The flight
- Departed from: MCO Orlando FL at 1:53 pm
- Destination: ANC Anchorage AK
- Flight plan: IFR
- Runway 22, 7,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 12 knots
- Sky: not recorded
- Temperature: 162°F (72°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 8:21 pm from LGA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 8 | |||
| Passengers | 121 |
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.
Other NTSB records under N64323 the same tail number, which may have belonged to a different aircraft at the time
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.