# NTSB ANC98MA008: Cessna 208B, N750GC, Barrow, AK, November 8, 1997 - Type: NTSB accident investigation - Classification: Accident · Fatal · Major investigation · Final report - Date: November 8, 1997, 08:08 local (12:08 UTC) - Place: Barrow, AK - Coordinates: 71.280174, -156.779724 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=71.2802&lon=-156.7797&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 8 fatal - Status: Completed, report February 22, 2000 - Report: Approved by Office Director - NTSB office: Alaska Regional Office - NTSB case key (mKey): 3172 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ANC98MA008 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/3172/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=3172 - Page: https://openairdocs.org/ntsb/ANC98MA008 ## Probable cause The pilot's disregard for lateral fuel loading limits, his improper removal of frost prior to takeoff, and the resulting inadvertent stall/spin. Factors involved in this accident were the improper asymmetrical fuel loading which reduced lateral aircraft control, the self-induced pressure to takeoff on time by the pilot, and inadequate surveillance of the company operations by company management. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, takeoff - initial climb - fluid,fuel - asymmetrical (contributing factor) - refueling - improper, pilot in command (contributing factor) - aircraft weight and balance - disregarded, pilot in command (cause) - aircraft control - reduced (contributing factor) - stall/spin - inadvertent, pilot in command (cause) - ice/frost removal from aircraft - improper, pilot in command (cause) - self-induced pressure, pilot in command (contributing factor) - inadequate surveillance of operation, company/operator mgmt (contributing factor) - In flight collision with terrain/water, descent - uncontrolled ## Analysis The pilot, who was also the station manager, arrived at the airport earlier than other company employees to prepare for a scheduled commuter flight, transporting seven passengers and cargo to another village during hours of arctic, predawn darkness. Heavy frost was described on vehicles and airplanes the morning of the accident, and the lineman who serviced the airplane described a thin glaze of ice on the upper surface of the left wing. The pilot was not observed deicing the airplane prior to flight, and was described by the other employees as in a hurry to depart on time. The pilot directed the lineman to place fuel in the left wing only, which resulted in a fuel imbalance between 450 and 991 pounds (left wing heavy). The first turn after takeoff was into the heavy left wing. The airplane was observed climbing past the end of the runway, and descending vertically into the water. No preimpact mechanical anomalies were found with the airplane or powerplant. The aileron trim indicator was found in the full right wing down position. Postaccident flight tests with left wing heavy lateral fuel imbalances, disclosed that approximately one-half of right wing down aileron control deflection was used to maintain level flight, thus leaving only one-half right wing down aileron control efficacy. Research has shown that frost on airfoils can result in reduced stall angles of attack (often below that required to activate stall warning devices), increases in stall speeds between 20% and 40%, asymmetric stalls resulting in large rolling moments, and differing stall angles of attack for wings with upward and downward deflected ailerons (as when recovering from turns). ## Factual narrative HISTORY OF FLIGHT On November 8, 1997, at 0808 Alaska standard time, a Cessna 208B airplane, N750GC, was destroyed when it impacted water in the Arctic Ocean, about one-half mile west of Barrow, Alaska. The airline transport certificated pilot, and the seven passengers on board, sustained fatal injuries. The airplane was operated by Hageland Aviation Services, Inc., of St. Mary's, Alaska, under 14 CFR Part 135, as scheduled commuter Flight 500. The destination was Wainwright, Alaska. Night, visual meteorological conditions (VMC) prevailed at the time of the accident, and a VFR flight plan was filed. At 0802, the pilot radioed to the FAA Flight Service Station (FSS) that he was taxiing for takeoff, and filed a flight plan to Wainwright with eight persons on board, two hours en route, and three hours of fuel. At 0804, the pilot reported that he was back taxiing for runway 24. At 0806, he transmitted that he was departing runway 24. At 0808, two annunciations of an Emergency Locator Transmitter(ELT) were heard on 121.5 MHz by the FSS specialist on duty. The pilot of a Cessna 207 which had earlier departed runway 06 for Wainwright reported hearing the pilot say, "mayday, mayday" and that he saw the airplane's lights descend "straight down into the water." The witness pilot had been talking previously to the accident pilot on 127.77 MHz, and overheard the "mayday" call on that frequency. The witness pilot revealed that he was at 700 feet MSL, and that the accident airplane never reached his altitude. The airplane came to rest submerged in twenty-one feet of water, approximately 200 yards offshore. The fuselage and left wing were recovered the evening of the accident, with the right wing, engine, and various other components recovered separately over the next two day period. One passenger occupied the right-front crew seat, five passengers occupied the installed passenger seats, and a single infant was being held by her mother as a lap child. All occupants were recovered from the interior of the airplane, still restrained in their seats, except for the infant, who was located in the aft cabin. The accident flight was the company's first flight of the day. The lineman who assisted the pilot prepare the airplane for departure, told the NTSB investigator-in-charge (IIC) that after he fueled the airplane's left wing, there were no "ribbons or strings" hanging down from the airplane, and there were no covers on the pitot tubes. The lineman, and the company dispatcher who was helping prepare the flight, described the pilot as "the same as he always was," and in a hurry to make the scheduled takeoff time. DAMAGE TO AIRCRAFT The airplane was destroyed by a combination of impact forces and recovery damage. The airplane was described by the divers who first arrived on scene to be resting upright on the ocean floor in 21 feet of water. The wings were attached to the fuselage, but the engine was not. These divers described the leading edges of both wings as damaged. During recovery of the airplane, ropes were attached to the wing struts and landing gear, for towing by boats. While being towed, the airplane rolled over, and the right wing separated. The left wing remained attached by cables. PERSONNEL INFORMATION The pilot held an airline transport pilot certificate for multiengine airplanes, and a commercial pilot certificate for single-engine airplanes. His first class medical certificate contained no restrictions. He also possessed an airframe and powerplant mechanic license. The pilot was first hired by the company as the station manager at McGrath, Alaska, on June 23, 1994. He had been employed by the operator as the station manager in Barrow since June of 1997, and had flown 220 hours in the Barrow area. According to the company president, the pilot's primary duty was to manage the station, and he was not required to fly as a pilot. The pilot's wife said he enjoyed flying, and normally would take the first flight in the morning, which then allowed him to concentrate on his management duties for the remainder of the day. The pilot was qualified in Cessna 185, 206, 207, and 208 airplanes. At the time of the accident, he had accumulated about 3,500 hours of flight time. Between June 23 and 27, 1997, he attended initial training in the Cessna 208B at Flight Safety International, Inc., Wichita, Kansas. The pilot had accrued 161 hours of experience in the Cessna 208B, and had flown 20.1 hours in the week prior to the accident, all in the Cessna 208B. The pilot's most recent 14 CFR Part 135 proficiency check was conducted on June 27, 1997, as part of his initial qualification in the Cessna 208B. AIRCRAFT INFORMATION General The airplane was a Cessna 208B "Grand Caravan," manufactured in January 1996, by the Cessna Aircraft Company, Inc., of Wichita, Kansas. The airplane was operated as a company demonstration aircraft by Cessna Aircraft Company, Inc., until it was sold on May 16, 1997, to Gussic Ventures, Inc., of Anchorage, Alaska, who leased it to Hageland Aviation Services, Inc. The airplane was powered by a single Pratt & Whitney PT6A-114A turboprop engine, rated to produce 675 shaft horsepower. The airplane had accumulated 1,438 total hours in operation at the time of the accident. The airplane was equipped with the capability of seating up to nine passengers. At the time of the accident, five passenger seats were installed. The remaining seats were stowed in the aft cargo compartment, to make room for a casket being carried as cargo in the cabin. The airplane also carried a cargo pod installed underneath the belly of the airplane. The airplane was equipped for flight into instrument meteorological conditions (IMC), although at the time of the accident, the company's FAA approved Operating Specifications did not authorize passenger carrying operations in single-engine airplanes during IMC. The airplane was maintained on a Cessna periodic maintenance schedule, under an Approved Aircraft Inspection Program (AAIP). This was approved on the company's Operations Specifications in paragraph D73. This AAIP was developed from the Cessna Aircraft Company Recommended Maintenance Program for the Cessna 208B airplane. It was comprised of 12 "Phase" inspections, one accomplished each 200 hours, with "mini" checks each intermediate 100 hours. When utilizing this AAIP, the entire aircraft is inspected with the completion of any four consecutive phase inspections. All inspections were current at the time of the accident. The most recent maintenance performed was a "Phase 4" inspection completed on November 1, 1997, 28 hours prior to the accident. A review of maintenance records revealed no repetitive maintenance problems, except for a captain's Heading Situation Indicator (HSI) replacement on June 19, October 27, October 28, and October 29, 1997. No further discrepancies with the captain's HSI were noted. The accident airplane was flown on three flights by a different pilot on November 7, the day prior to the accident. This pilot did not recall any discrepancies with the airplane. Weight and Balance When questioned on how much fuel remained in the airplane when he returned from the final flight on the evening of November 7, the previous pilot told the Safety Board that he believed the airplane had approximately 600 to 700 total pounds of fuel, with 350 pounds in each wing. He did not fuel the airplane upon his return from the flight which preceded the accident. The morning of the accident flight, the pilot directed that the left wing be "topped off" by a new employee. This was the employee's second day on the job, and he had no previous experience working on, or around, airplanes. When interviewed by the NTSB operations group chairman, he described unrolling the fueling hose from its storage location, and fueling the left wing until fuel "sloshed" out of the ## Aircraft - Registration: [N750GC](https://openairdocs.org/deregistered/N750GC-1998-06-10), registration cancelled 1998-06-10, S/N 208B0504 (OpenAirDocs) - Reported make and model: Cessna 208B - Registry model: [Cessna 208B](https://openairdocs.org/model/cessna-208b) (registry code 2073701) (OpenAirDocs) - Category: Airplane - Serial number: 208B-0504 - Airframe hours: 1466 - Engines: P&W PT6A-114 675 horsepower turbo prop - Damage: Destroyed - Flight: Part 135 - Operator: Hageland Aviation Services Inc - Registered owner: Gussic Ventures, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, November 1, 1997, 28 hours before - Departed: BRW - Destination: AIN, WAINWRIGHT, AK - Flight plan: VFR - Airport: BRW, Wiley Post Memorial, runway 24, 6,500 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 40; foreign, airline transport, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 3,500 total, 200 in this make and model, 3,400 as pilot in command, 16 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 170° at 8 knots - Visibility: 7 statute miles - Lowest ceiling: none - Temperature: 54 °F, dew point 45 °F - Altimeter: 29.00 inHg - Observed at: BRW, 1 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19971108032589A](https://openairdocs.org/incident/19971108032589A), Nov 8, 1997: Cessna 208B, Barrow, AK, Destroyed, 8 fatal. Hageland aviation air taxi crashed shortly after take off all 8 POB suff fatal inj. Barrow, AK. (.4)the pilot, who was also the station manager, arrived at the… ## Docket (57 files) The files NTSB released with the investigation on September 23, 1999, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=3172. 21.7 MB in all. - Supplement C (item 1, .PDF, 432 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110995&FileExtension=.PDF&FileName=Supplement%20C-Master.PDF - Supplement D (item 2, .PDF, 582 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110996&FileExtension=.PDF&FileName=Supplement%20D-Master.PDF - Supplement K (item 3, .PDF, 408 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110997&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Supplement S (item 4, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40110998&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 5, .PDF, 374 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410897&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - NTSB Operations Group Chairman's Factual Report (item 6, .PDF, 3.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410898&FileExtension=.PDF&FileName=NTSB%20Operations%20Group%20Chairman%27s%20Factual%20Report-Redacted.PDF - NTSB Airworthiness Group Chairman's Factual Report (Part I) (item 7, .PDF, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410899&FileExtension=.PDF&FileName=NTSB%20Airworthiness%20Group%20Chairman%27s%20Factual%20Report%20(Part%20I)-Redacted.PDF - Photo 1: Installation of test equipment (wiring). Photos 1-7, No Negatives. NTSB Airworthiness Group Chairman's Factual Report (Part II) (item 8, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111002&FileExtension=.PDF&FileName=Photo%201%3A%20%20Installation%20of%20test%20equipment%20(wiring).%20%20Photos%201-7,%20No%20Negatives.%20%20NTSB%20Airworthiness%20Group%20Chairman%27s%20Factual%20Report%20(Part%20II)-Master.PDF - Photo 2: Installation of test equipment (pressure and flow transducers). (item 9, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111003&FileExtension=.PDF&FileName=Photo%202%3A%20%20Installation%20of%20test%20equipment%20(pressure%20and%20flow%20transducers).-Master.PDF - Photo 3: Twisted versus normal fuel line (item 10, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111004&FileExtension=.PDF&FileName=Photo%203%3A%20%20Twisted%20versus%20normal%20fuel%20line-Master.PDF - Photo 4: Reservoir fuel tank bench test setup (item 11, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111005&FileExtension=.PDF&FileName=Photo%204%3A%20%20Reservoir%20fuel%20tank%20bench%20test%20setup-Master.PDF - Photo 5: Reservoir fuel tank test pressure gauge (item 12, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111006&FileExtension=.PDF&FileName=Photo%205%3A%20%20Reservoir%20fuel%20tank%20test%20pressure%20gauge-Master.PDF - Photo 6: Reservoir fuel tank test box (item 13, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111007&FileExtension=.PDF&FileName=Photo%206%3A%20%20Reservoir%20fuel%20tank%20test%20box-Master.PDF - Photo 7: Reservoir fuel tank test voltage source (item 14, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111008&FileExtension=.PDF&FileName=Photo%207%3A%20%20Reservoir%20fuel%20tank%20test%20voltage%20source-Master.PDF - NTSB Airworthiness Group Chairman's Factual Report (Part III) (item 15, .PDF, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111009&FileExtension=.PDF&FileName=NTSB%20Airworthiness%20Group%20Chairman%27s%20Factual%20Report%20(Part%20III)-Master.PDF - Photo 1: Left, front 3/4-view of fuselage. Photo 1 - 18, No Negatives. NTSB Airworthiness Group Chairman's Factual Report (Part IV) (item 16, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111010&FileExtension=.PDF&FileName=Photo%201%3A%20%20Left,%20front%203%2F4-view%20of%20fuselage.%20%20Photo%201%20-%2018,%20No%20Negatives.%20%20NTSB%20Airworthiness%20Group%20Chairman%27s%20Factual%20Report%20(Part%20IV)-Master.PDF - Photo 2: Right, front 3/4-view of fuselage (item 17, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111011&FileExtension=.PDF&FileName=Photo%202%3A%20%20Right,%20front%20%203%2F4-view%20of%20fuselage-Master.PDF - Photo 3: Front view of cockpit and cabin (item 18, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111012&FileExtension=.PDF&FileName=Photo%203%3A%20%20Front%20view%20of%20cockpit%20and%20cabin-Master.PDF - Photo 4: Leading edge view of left wing (item 19, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111013&FileExtension=.PDF&FileName=Photo%204%3A%20%20Leading%20edge%20view%20of%20left%20wing-Master.PDF - Photo 5: Top, trailing edge view of inboard half of right wing (item 20, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111014&FileExtension=.PDF&FileName=Photo%205%3A%20%20Top,%20trailing%20edge%20view%20of%20inboard%20half%20of%20right%20wing-Master.PDF - Photo 6: Top, trailing edge view of outboard half of right wing (item 21, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111015&FileExtension=.PDF&FileName=Photo%206%3A%20%20Top,%20trailing%20edge%20view%20of%20outboard%20half%20of%20right%20wing-Master.PDF - Photo 7: Nose landing gear (item 22, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111016&FileExtension=.PDF&FileName=Photo%207%3A%20%20Nose%20landing%20gear-Master.PDF - Photo 8: Left, wing strut (lower) attachment point (item 23, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111017&FileExtension=.PDF&FileName=Photo%208%3A%20%20Left,%20wing%20strut%20(lower)%20attachment%20point-Master.PDF - Photo 9: Right, wing strut (lower) attachment point (item 24, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111018&FileExtension=.PDF&FileName=Photo%209%3A%20%20Right,%20wing%20strut%20(lower)%20attachment%20point-Master.PDF - Photo 10: Right, wing spar attachment fittings (item 25, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111019&FileExtension=.PDF&FileName=Photo%2010%3A%20%20Right,%20wing%20spar%20attachment%20fittings-Master.PDF - Photo 11. Captain's and copilot's flight instruments. (item 26, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111020&FileExtension=.PDF&FileName=Photo%2011.%20%20Captain%27s%20and%20copilot%27s%20flight%20instruments.%20-Master.PDF - Photo 12: Captain's left side electrical control panel (item 27, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111021&FileExtension=.PDF&FileName=Photo%2012%3A%20%20Captain%27s%20left%20side%20electrical%20control%20panel-Master.PDF - Photo 13: Guarded FUEL SEL WARN circuit breaker (item 28, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111022&FileExtension=.PDF&FileName=Photo%2013%3A%20%20Guarded%20FUEL%20SEL%20WARN%20circuit%20breaker-Master.PDF - Photo 14: Fuel selector levers on cockpit overhead panel (item 29, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111023&FileExtension=.PDF&FileName=Photo%2014%3A%20%20Fuel%20selector%20levers%20on%20cockpit%20overhead%20panel-Master.PDF - Photo 15: Left wing, aft fuel shutoff valve (item 30, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111024&FileExtension=.PDF&FileName=Photo%2015%3A%20%20Left%20wing,%20aft%20fuel%20shutoff%20valve-Master.PDF - Photo 16: Right wing, aft fuel shutoff valve (item 31, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111025&FileExtension=.PDF&FileName=Photo%2016%3A%20%20Right%20wing,%20aft%20fuel%20shutoff%20valve-Master.PDF - Photo 17: Reservoir fuel tank, motive flow pump, and twisted U-shaped fuel line (item 32, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111026&FileExtension=.PDF&FileName=Photo%2017%3A%20%20Reservoir%20fuel%20tank,%20motive%20flow%20pump,%20and%20twisted%20U-shaped%20fuel%20line-Master.PDF - Photo 18: Nylon tie-down straps (item 33, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111027&FileExtension=.PDF&FileName=Photo%2018%3A%20%20Nylon%20tie-down%20straps-Master.PDF - DC-6 Captain Witness Statement (item 34, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410900&FileExtension=.PDF&FileName=DC-6%20Captain%20Witness%20Statement-Redacted.PDF - Witness Statement (item 35, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111029&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Summary Witness Interviews (item 36, .PDF, 730 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410901&FileExtension=.PDF&FileName=Summary%20Witness%20Interviews-Redacted.PDF - FAA Statement (item 37, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410902&FileExtension=.PDF&FileName=FAA%20Statement-Redacted.PDF - Map of Accident site (item 38, .PDF, 242 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111032&FileExtension=.PDF&FileName=Map%20of%20Accident%20site-Master.PDF - Weather Reports (item 39, .PDF, 530 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111033&FileExtension=.PDF&FileName=Weather%20Reports-Master.PDF - Pilot Training Record (item 40, .PDF, 252 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111034&FileExtension=.PDF&FileName=Pilot%20Training%20Record-Master.PDF - Icing Report (item 41, .PDF, 590 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111035&FileExtension=.PDF&FileName=Icing%20Report-Master.PDF - Communications Transcripts (item 42, .PDF, 162 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410903&FileExtension=.PDF&FileName=Communications%20Transcripts-Redacted.PDF - Pilot Flight record (item 43, .PDF, 316 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111037&FileExtension=.PDF&FileName=Pilot%20Flight%20record-Master.PDF - Weight and Balance (item 44, .PDF, 605 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410908&FileExtension=.PDF&FileName=Weight%20and%20Balance-Redacted.PDF - Twisted Fuel Line Test (item 45, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111039&FileExtension=.PDF&FileName=Twisted%20Fuel%20Line%20Test-Master.PDF - Fuel Reservoir Volume Test (item 46, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111040&FileExtension=.PDF&FileName=Fuel%20Reservoir%20Volume%20Test-Master.PDF - Fuel Test (item 47, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111041&FileExtension=.PDF&FileName=Fuel%20Test-Master.PDF - Headset Noise Cancelling Test (item 48, .PDF, 153 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111042&FileExtension=.PDF&FileName=Headset%20Noise%20Cancelling%20Test-Master.PDF - Pilot Handbook Excerpts (item 49, .PDF, 356 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111043&FileExtension=.PDF&FileName=Pilot%20Handbook%20Excerpts-Master.PDF - Excerpt - OPS Manual (item 50, .PDF, 209 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410909&FileExtension=.PDF&FileName=Excerpt%20-%20OPS%20Manual-Redacted.PDF - Flight Plans (item 51, .PDF, 109 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111045&FileExtension=.PDF&FileName=Flight%20Plans-Master.PDF - Federal Agency Report - FAA RASIP (item 52, .PDF, 432 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111046&FileExtension=.PDF&FileName=Federal%20Agency%20Report%20-%20FAA%20RASIP-Master.PDF - Local Agency Report - North Slope Borough (item 53, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410904&FileExtension=.PDF&FileName=Local%20Agency%20Report%20-%20North%20Slope%20Borough-Redacted.PDF - Party Report - Cessna: Lateral Loading Flight Test (item 54, .PDF, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410905&FileExtension=.PDF&FileName=Party%20Report%20-%20Cessna%3A%20Lateral%20Loading%20Flight%20Test-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 55, .PDF, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410906&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 56, .PDF, 375 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410907&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Forensic Toxicology Fatal Accident Report (item 57, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40111051&FileExtension=.PDF&FileName=Forensic%20Toxicology%20Fatal%20Accident%20Report-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.