Iran Air 655
On July 3, 1988, Iran Air Flight 655 (IR655) was shot down by USS Vincennes on the Bandar Abbas-Dubai rout, which resulted in the loss of life of 290 innocent civilian from six nations including 66 children. There were 38 non-Iranians aboard.
The plane, an Airbus A300B2, registered EP-IBU, left Bandar Abbas at 10:17am that day, 27 minutes after its scheduled departure time of 09:50am. It would have been a 28-minute flight. At that same time, the U.S. Navy guided missile cruiser, USS Vincennes, fitted with the AEGIS combat system, was nearby in the Strait of Hormuz, which the commercial airliner, flown by Captain Mohsen Rezaian, would pass over. USS Vincennes was stationed in the Persian Gulf during the Iran-Iraq war, U.S. presence was intended to escort and defend Kuwaiti oil tankers registered under the U.S. flag; and limit Iranian marine activities as well as the tightening of US imposed embargo against Iran. In command of Vincennes was Commander William C. Rogers III.
Like most modern aircraft, the Iranian airliner was equipped with an aircraft identification transponder, a modern form of the old “identification, friend or foe” (IFF) system of World War II. When interrogated by a radar signal from a potential adversary, the transponder “squawks” (gives off a specific response signal) in a prespecified, fixed mode.
After taking off from runway 21, Flight 655 was directed by the Bandar Abbas tower to turn on its transponder and proceed over the Persian Gulf. The flight was assigned routinely to commercial air corridor Amber 59, a twenty-mile-wide lane on a direct line to Dubai airport. Owing to the short distance, the flight pattern would be a simple trajectory–climbing out to an altitude of 14,000 feet,cruising for a short time, and then descending gradually into Dubai.
Because of the delay in takeoff, it appeared on the Vincennes’s radar at 10:17, and at 10:19, the Vincennes began to issue warnings on the Military Air Distress frequency. According to U.S. government accounts, Vincennes mistakenly identified the Iranian airplane as an attacking military fighter. The officers identified the flight profile being flown by the A300B2 as being similar to that of an Iranian Air Force F-14A Tomcat during an attack run. According to the same reports Vincennes tried more than once to contact Flight 655, but there was no acknowledgement. The official ICAO report stated that these attempts to contact Iran Air 655 were sent on the wrong frequency and addressed to a non-existent “Iranian F-14″.
The Iranian F-14s at Bandar Abbas have been set to squawk in “Mode II,” a mode that would identify to the U.S. ships that the aircraft in question were military, and Iranian. Being a commercial flight, Iran Air 655 was instructed to squawk in Mode III, a signal that identifies civilian traffic. A unique transmission code number, 6760 in this case, was assigned to distinguish this particular flight from others.
During the next three minutes, the Vincennes issued a number of warnings on both military and civil distress frequencies, it (mistakenly) identified the Airbus 320 as a possible Iranian F-14, it (mistakenly) reported hearing IFF squawks in Mode II, and it (mistakenly) reported the aircraft as descending toward the ship when it was in fact still climbing according to its usual flight plan.
At 10:24 am, Captain Rogers, the Commanding Officer of Vincennes ordered to fire two SM-2ER antiaircraft missiles at the assumed F-14 fighter jet. A few seconds later, with the Airbus still on its assigned climb out, and slightly to one side of, but well within air corridor Amber 59, it was intercepted by one or both of the missiles at a range of eight nautical miles and an altitude of 13,500 feet. Flight 655, with some 290 people, tumbled in flames into the Persian Gulf. The whole flight had taken less than seven minutes. There were no survivors. By noon that day, Iranian helicopters and boats began to search the area and recover the bodies. It was not until later in the day that the officers and men of the Vincennes would learn that what they had shot down was not an Iranian F-14, but a commercial, civil flight.
The plane, an Airbus A300B2, registered EP-IBU, left Bandar Abbas at 10:17am that day, 27 minutes after its scheduled departure time of 09:50am. It would have been a 28-minute flight. At that same time, the U.S. Navy guided missile cruiser, USS Vincennes, fitted with the AEGIS combat system, was nearby in the Strait of Hormuz, which the commercial airliner, flown by Captain Mohsen Rezaian, would pass over. USS Vincennes was stationed in the Persian Gulf during the Iran-Iraq war, U.S. presence was intended to escort and defend Kuwaiti oil tankers registered under the U.S. flag; and limit Iranian marine activities as well as the tightening of US imposed embargo against Iran. In command of Vincennes was Commander William C. Rogers III.
Like most modern aircraft, the Iranian airliner was equipped with an aircraft identification transponder, a modern form of the old “identification, friend or foe” (IFF) system of World War II. When interrogated by a radar signal from a potential adversary, the transponder “squawks” (gives off a specific response signal) in a prespecified, fixed mode.
After taking off from runway 21, Flight 655 was directed by the Bandar Abbas tower to turn on its transponder and proceed over the Persian Gulf. The flight was assigned routinely to commercial air corridor Amber 59, a twenty-mile-wide lane on a direct line to Dubai airport. Owing to the short distance, the flight pattern would be a simple trajectory–climbing out to an altitude of 14,000 feet,cruising for a short time, and then descending gradually into Dubai.
Because of the delay in takeoff, it appeared on the Vincennes’s radar at 10:17, and at 10:19, the Vincennes began to issue warnings on the Military Air Distress frequency. According to U.S. government accounts, Vincennes mistakenly identified the Iranian airplane as an attacking military fighter. The officers identified the flight profile being flown by the A300B2 as being similar to that of an Iranian Air Force F-14A Tomcat during an attack run. According to the same reports Vincennes tried more than once to contact Flight 655, but there was no acknowledgement. The official ICAO report stated that these attempts to contact Iran Air 655 were sent on the wrong frequency and addressed to a non-existent “Iranian F-14″.
The Iranian F-14s at Bandar Abbas have been set to squawk in “Mode II,” a mode that would identify to the U.S. ships that the aircraft in question were military, and Iranian. Being a commercial flight, Iran Air 655 was instructed to squawk in Mode III, a signal that identifies civilian traffic. A unique transmission code number, 6760 in this case, was assigned to distinguish this particular flight from others.
During the next three minutes, the Vincennes issued a number of warnings on both military and civil distress frequencies, it (mistakenly) identified the Airbus 320 as a possible Iranian F-14, it (mistakenly) reported hearing IFF squawks in Mode II, and it (mistakenly) reported the aircraft as descending toward the ship when it was in fact still climbing according to its usual flight plan.
At 10:24 am, Captain Rogers, the Commanding Officer of Vincennes ordered to fire two SM-2ER antiaircraft missiles at the assumed F-14 fighter jet. A few seconds later, with the Airbus still on its assigned climb out, and slightly to one side of, but well within air corridor Amber 59, it was intercepted by one or both of the missiles at a range of eight nautical miles and an altitude of 13,500 feet. Flight 655, with some 290 people, tumbled in flames into the Persian Gulf. The whole flight had taken less than seven minutes. There were no survivors. By noon that day, Iranian helicopters and boats began to search the area and recover the bodies. It was not until later in the day that the officers and men of the Vincennes would learn that what they had shot down was not an Iranian F-14, but a commercial, civil flight.
