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.

On the morning of that disastrous day, 3rd of July, the captain and crew of Flight 655 were at Bandar Abbas airfield in southern Iran, preparing for the second leg of their routine 150-mile flight over the Persian Gulf to Dubai. Flight 655 was a commercial flight operated by Iran Air that flew on a Tehran-Bandar Abbas-Dubai route.

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. At the time of the incident, Vincennes, in support of Operation Earnest Will, was within Iranian territorial waters, following combat with and pursuit of Iranian gunboats. The USS Sides and the USS Elmer Montgomery were nearby.

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.

Since the "black box" flight recorder on board the Iranian Airbus has been irrecoverably lost in the waters of the Persian Gulf, we shall never know exactly what her flight profile was, whether the crew ignored the American challenges or simply did not hear them.

However, the Vincennes had a black box of its own. The SPY-1A, Command and Decision, and Weapons Control System computers were all equipped with magnetic tape equipment that tracked and recorded all of the signals received and processed by these key pieces of electronic equipment. Because of this, investigators have been able to verify the timing and nature of all actions.

The situation aboard the Vincennes that day was one of confusion and disorder. The story told by the data tapes is straightforward. Iran Air Flight 655 took off from Bandar Abbas at 10:17 a.m. on the morning of July 3, on a heading of 210 (runway 21). Squawking Mode III, Code 6760 continuously, it kept on a more or less constant heading of 210, climbing steadily to its cruising altitude while gradually gaining speed. Data and testimony from the USS Sides corroborate the flight path and the Mode III IFF squawk. Indeed, the Sides was to identify the unknown aircraft as non-hostile and turn its attention elsewhere only seconds before the Vincennes launched its missiles.

The story told by those inside the CIC aboard the Vincennes is quite different. From the first alerted contact, various personnel began to report a "Mode II" squawk on a code associated with Iranian F-14s. Although none of the data recorders reported any IFF response other than Mode III, Code 6760, those aboard the Vincennes continued to consistently misreport the signal.

As the range closed, the Vincennes began to broadcast increasingly urgent warning messages to the unknown aircraft; at first, these were general challenges on both military and international civil distress nets. But as the notion that the aircraft was indeed an F-14 became fixed in the minds of the key operators, the challenges were made more specific and were addressed only to an unidentified "Iranian F-14." A quick thumb-through of a listing of commercial flights missed the clear listing for Flight 655, although it was on course and nearly on time.

A warning of possible "COMAIR" (commercial aircraft) issued a minute or two later was acknowledged by the CO, but essentially ignored. Commander Lustig, the Anti-Air Warfare Commander (AAWC) new to his post (and generally regarded as inexperienced and a weak leader), de facto leadership fell upon the more junior Tactical Information Coordinator (TIC), who by that time was almost literally shouting about the immediacy and seriousness of the threat.

Captain Rogers did allow the unknown aircraft to close to well within its possible missile firing range before asking for and receiving permission to intercept, and he did so only after repeating the challenge several more times. Only then, convinced that the threat to his ship was too serious to ignore, and under pressure to act quickly to avoid the earlier fate of the USS Stark, did he authorize the firing.

Was Captain Rogers justified in his perception of a real threat to his ship (which was the US Navy's claim)?

Was the whole incident a regrettable, but unavoidable, accident of war (which is precisely what the resulting U.S. attitude was, in the Pentagon, in Congress, and in the press)?

The question to be asked is: Was an error made on the U.S. side at all? The U.S. Navy finally claimed that Captain Rogers of the Vincennes acted correctly in appraising the threat. Others in the United States asserted that such blame as there was attached solely to Iran.

The large-scale technical military system operating in the Persian Gulf on that day, of which the Vincennes was the central feature, was not waging total war, but rather a highly selective engagement in an arena known to be filled with civil traffic on air and sea. This very sophisticated piece of equipment had been placed in a situation for which it had never been designed precisely because it was thought to be most capable of making the kinds of quick and accurate judgments that would be necessary. But it failed.

Throughout its final flight IR655 was in radio contact with various air traffic control services using standard civil aviation frequencies, and had spoken in English to Bandar Abbas Approach Control seconds before Vincennes launched its missiles. Vincennes at that time had no equipment suitable for monitoring civil aviation frequencies, other than the International Air Distress frequency, despite being a sophisticated anti-aircraft warship. Subsequently U.S. Navy warships in the area were equipped with dialable VHF radios, and access to flight plan information was sought, to better track commercial airliners.

The Investigation
The Navy investigation board was convened by Rear Admiral William M. Fogarty at Bahrain beginning on July 6, while the events were still fresh in the minds of the participants. Formal hearings began a week later, and the entire procedure was completed and the report delivered to the Navy on July 28. Even in the cleansed form provided to the public, the report is rich in personal and technical detail. Perhaps the most striking feature is the degree to which the recollections of the participants as to the nature and assessment of the presumptive threat differ, and the variance between what was reported by the SPY-1A computers and what its human interpreters were reporting.

The record shows that the decision to fire was taken more or less calmly and deliberately on the basis of personal advice passed from junior officers to the senior AAWC, and from the AAWC to the CO--in the face of a stream of contrary evidence from the electronics aboard.

Medals awarded
While issuing notes of regret over the loss of human life, the U.S. government has, to date, neither admitted any wrongdoing or responsibility in this tragedy, nor apologized, but continues to blame Iranian hostile actions for the incident. The men of the Vincennes were all awarded combat-action ribbons. Commander Lustig, the air-warfare coordinator, even won the navy's Commendation Medal for "heroic achievement", his "ability to maintain his poise and confidence under fire" having enabled him to "quickly and precisely complete the firing procedure." According to a 23 April 1990 article printed in The Washington Post, the Legion of Merit was presented to Captain Rogers and Lieutenant Commander Lustig for their performance in the Persian Gulf on 3 July 1988. The citations did not mention the downing of the Iran Air flight at all.

The incident continued to overshadow U.S.-Iran relations for many years. Following the explosion of Pan Am Flight 103 six months later, the British and American governments initially blamed the PFLP-GC, a Palestinian militant group backed by Syria, with assumptions of assistance from Iran in retaliation for Iran Air Flight 655. The blame was later shifted to Libya.

Vice President George H. W. Bush (later President of United States of America) declared a month later,
"I will never apologize for the United States of America, ever. I don't care what the facts are."

Newsweek, August 15, 1988