# NTSB CEN14FA047: Beechcraft B36TC, N4245D, Amarillo, TX, November 11, 2013

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Field investigation · Final report
- Date: November 11, 2013, 00:56 local (06:56 UTC)
- Place: Amarillo, TX
- Coordinates: 35.250556, -101.675834
- Nearby events: https://openairdocs.org/map.md?lat=35.2506&lon=-101.6758&mi=10
- Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping)
- Defining event: [Approach-IFR missed approach: Loss of control in flight](https://openairdocs.org/ntsb-events/240)
- Highest injury: Fatal
- Injuries: 3 fatal
- Status: Completed, report June 23, 2014
- Report: Approved by Office Director
- NTSB office: Central Region
- Parties: FAA Lubbock FSDO, Beechcraft, Continental Motors
- NTSB case key (mKey): 88412
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN14FA047
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/88412/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=88412
- Page: https://openairdocs.org/ntsb/CEN14FA047

## Probable cause

The noninstrument-rated pilot’s improper decision to fly a night instrument approach in instrument meteorological conditions, which resulted in the pilot’s spatial disorientation and loss of control of the airplane during an attempted missed approach.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Raytheon B36TC, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7150008), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md)
- [Experience/qualifications: total instrument experience](https://openairdocs.org/ntsb-findings/02031030): Personnel issues › Experience/knowledge · Pilot (probable cause); cases with it: [Raytheon B36TC, 1 case](https://openairdocs.org/ntsb-findings/02031030/cases.md?model=7150008), [All aircraft, 66 cases](https://openairdocs.org/ntsb-findings/02031030/cases.md)
- [Perception/orientation/illusion: spatial disorientation](https://openairdocs.org/ntsb-findings/02022025): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Raytheon B36TC, 2 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md?model=7150008), [All aircraft, 358 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md)
- [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Raytheon B36TC, 1 case](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=7150008), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md)
- [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Raytheon B36TC, 2 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7150008), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md)
- [Light condition: dark](https://openairdocs.org/ntsb-findings/03036020): Environmental issues › Conditions/weather/phenomena · Effect on personnel; cases with it: [Raytheon B36TC, 2 cases](https://openairdocs.org/ntsb-findings/03036020/cases.md?model=7150008), [All aircraft, 448 cases](https://openairdocs.org/ntsb-findings/03036020/cases.md)
- [Ceiling/visibility/precip: low visibility](https://openairdocs.org/ntsb-findings/03035015): Environmental issues › Conditions/weather/phenomena · Effect on personnel; cases with it: [Raytheon B36TC, 1 case](https://openairdocs.org/ntsb-findings/03035015/cases.md?model=7150008), [All aircraft, 175 cases](https://openairdocs.org/ntsb-findings/03035015/cases.md)
- [Ceiling/visibility/precip: fog](https://openairdocs.org/ntsb-findings/03035055): Environmental issues › Conditions/weather/phenomena · Effect on personnel; cases with it: [Raytheon B36TC, 1 case](https://openairdocs.org/ntsb-findings/03035055/cases.md?model=7150008), [All aircraft, 78 cases](https://openairdocs.org/ntsb-findings/03035055/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Approach-IFR missed approach: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Raytheon B36TC, 2 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=7150008), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md)
- [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Raytheon B36TC, 5 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7150008), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

The noninstrument-rated private pilot filed an instrument flight plan to an airport that was reporting night instrument meteorological conditions (IMC), which included ¼-mile visibility, fog, sky obscuration, and 100-foot vertical visibility. Radar track data showed that, upon arrival at the airport, the pilot flew the instrument lighting system approach and then attempted to execute a missed approach. During the missed approach, radar contact was lost and the airplane impacted the terrain. The postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The pilot's toxicology report indicated that gabapentin and duloxetine were found in the pilot's system, and both are disqualifying drugs for flight. The pilot did not report either of these disqualifying medications on his last medical certification examination. While both medications are sedating, a witness reported that the pilot was alert and energetic before the flight and showed no signs of sedation. Witness reports and findings from the wreckage examination are consistent with a loss of control event, and, based on the degraded visual reference conditions present about the time of the accident, it is likely that the pilot experienced spatial disorientation. Although it could not be determined what effect the use of the medications had on the pilot's performance during the high-workload IMC flight, their use could increase the chance of experiencing and responding inappropriately to spatial disorientation.

## Factual narrative

The airplane was a Beechcraft B36TC, serial number EA-645, manufactured in 1999. The airplane had a maximum gross weight of 3,850 pounds was configured to seat six occupants. The engine was a Continental IO-520-B2 engine, which was converted to a 300-horsepower IO-550-B (AP) via Supplemental Type Certificate (STC) #SE02881AT on April 10, 2009. The last annual maintenance inspection was conducted on September 24, 2013. The airplane had accumulated a total time of 1,438.9 hours, and the engine had accumulated 319.3 hours since overhaul at the time of the inspection. The two passengers who flew in the airplane from Dallas to Lubbock on November 10, 2013, reported that the airplane flew fine, all the instruments were in the "green," and that it was a very normal flight. On November 11, 2013, about 0056 central standard time (cst), a Beechcraft B36TC, N4245D, was destroyed when it impacted the terrain about 2 nautical miles northeast of the Rick Husband Amarillo International Airport (AMA), Amarillo, Texas, during a missed approach. The private pilot and two passengers received fatal injuries. The airplane was registered and operated by the pilot under the provisions of the 14 Code of Federal Regulations as a Part 91 personal flight. Night instrument meteorological conditions (IMC) prevailed at the time of the accident, and an instrument flight rules (IFR) flight plan was filed. The airplane departed from the Lubbock Preston Smith International Airport (LBB) about 2347 on November 10, 2013. Air traffic control radar and communications data indicated that the pilot flew three previous flights on Sunday, November 10, 2013, before the accident flight. The first flight departed Tradewind Airport (TDW), Amarillo, Texas, about 1424 and landed at LBB about 1502. The second flight departed LBB about 1536 and landed at the Collin County Regional Airport (TKI), Dallas, Texas, about 1716. The third flight departed TKI about 2123 and landed at LBB about 2317. The accident flight departed LBB about 2347 with TDW as the intended destination. IFR flight plans were filed for all four flights. Radar track data indicated that during the flight to TDW, the airplane entered a north/south holding pattern and flew two turns in holding as published at the ZERAR waypoint. About 0032, the Albuquerque Air Route Traffic Control Center (ARTCC) cleared the flight for the area navigation (RNAV) Runway 35 approach to TDW. The radar track data showed that the pilot flew the approach; and subsequently, the pilot executed the published missed approach at TDW. About 0039, the pilot contacted ARTCC and reported that he executed the missed approach at TDW due to fog. The flight proceeded back to the ZERAR way point in accordance with the missed approach procedure. At 0048, ARTCC cleared the flight for the instrument landing system (ILS) Runway 4 approach into AMA, which was about 6 nm from TDW, with an alternate landing airport at the Hale County Airport (PVW), Plainview, Texas, if theinstrument approach was unsuccessful. The pilot acknowledged the clearance and no further radio transmissions were made by the pilot. The radar track data indicated the pilot flew the ILS Runway 4 approach to AMA; and then attempted to execute the missed approach. During the missed approach, the airplane departed radar contact and impacted the terrain. An autopsy of the pilot was performed at the Potter County Coroner's Office in Lubbock, Texas, on November 12, 2013. The "Cause of Death" was listed as multiple blunt force injuries of the head, neck, and torso due to an aircraft mishap. A Forensic Toxicology Fatal Accident Report was prepared by the FAA Civil Aerospace Medical Institute. The results were negative for ethanol. The test for cyanide was not performed. There was an insufficient specimen for carbon monoxide testing. The following substances were identified in the toxicology report: 22 (ug/ml, ug/g) acetaminophen detected in the urine, duloxetine detected in the urine, duloxetine detected in the liver, gabapentin detected in the urine, gabapentin detected in the blood (cavity), and ibuprofen detected in the urine. Acetaminophen is an analgesic marketed under the brand name Tylenol. It is available over the counter and by prescription in a number of combination medications. Ibuprofen is used for the management of mild to moderate pain, fever, and inflammation. Gabapentin may be used to treat nerve pain conditions. Duloxetine may be used to treat muscle pain and stiffness and chronic (long-lasting) pain that are related to muscles and bones. Gabapentin and duloxetine are both disqualifying drugs for flight. The pilot did not report either of these disqualifying medications on his last medical certification examination on October 24, 2013. The pilot's daughter reported that he had broken his leg in December of 2011, and had severe nerve pain as a result which required him to take pain medications. She stated that the pilot was very alert and energetic during the flight from Dallas to Lubbock on November 10, 2013, and showed no signs of sedation. At 2353 on November 10, 2013, the surface weather observation at AMA was: wind 170 degrees at 13 knots; 1/4 mile visibility; fog; sky obscured; vertical visibility 100 feet; temperature 8 degrees Celsius (C); dew point 8 degrees C; altimeter 30.24 inches of mercury. At 0053 on November 11, 2013, the surface weather observation at AMA was: wind 170 degrees at 10 knots; 1/4 mile visibility; fog; sky obscured; vertical visibility 100 feet; temperature 9 degrees C; dew point 8 degrees C; altimeter 30.23 inches of mercury. At 1943 on November 10, 2013, the National Weather Service office in Amarillo, Texas, issued a dense fog advisory for much of the Texas Panhandle. This advisory warned of the low visibility conditions throughout the Panhandle because of dense fog, and that the dense fog conditions were expected to persist through 0900. During the approach to TDW, the air traffic controller providedthe pilot with the current weather at AMA since there was no weather reporting at TDW. The current weather at AMA was wind 170 degrees at 13 knots; visibility 1/4 mile with fog obscuration and ceiling variable between 1,400 feet and 1,600 feet. A witness, who was a Texas State Trooper, reported that at 2230 she was completing an investigation of a vehicle accident located about 3 miles from site of the airplane accident that occurred about 2.5 hours later. She reported that there was heavy ground fog in the area with horizontal visibility limited to about 50 feet. The 48-year-old private pilot held a single-engine airplane land rating which he received on July 16, 1985. He held a third class medical certificate issued on October 24, 2013. During his medical examination, the pilot reported that his total flight time was 410 hours. There was no Federal Aviation Administration (FAA) record of an instrument rating being issued to the pilot. On October 24, 2014, the pilot took the FAA instrument knowledge test that is required to get an instrument rating. However, he received a score of 68 percent on the test, and a passing score is 70 percent. The pilot intended to fly the instrument check ride, but was unable to take the instrument check ride until he passed the instrument knowledge test. The pilot purchased the accident airplane on October 30, 2013, in Greensboro, North Carolina. The airplane broker who sold the pilot the airplane reported that the pilot intended to have his instrument rating completed prior to purchasing the airplane. The pilot received two days of initial Bonanza training after he purchased the airplane. The initial training consisted of 4 hours of ground instruction followed by 10.5 hours of flight instruction. The flight instructor reported that the pilot had about 400 to 600 hours of flight time in a Cessna 172RG. The pilot did not have any experience with the flight director, autopilot, or the Garmin Nav/Coms. The flight instructor reported they practiced basic air work which included takeoff and landings, stalls, steep turns, unusual attitudes, and emergency procedures. About 2.5 hours of flight time was flown in IMC conditions in which they practiced using the autopilot and flight director, programing the Garmin for instrument approaches, and hand flying in IMC conditions. As a result of the initial Bonanza training, the pilot received a high performance endorsement and a complex airplane endorsement. Although the accident pilot was checked out in the airplane, he hired another experienced Bonanza pilot to assist him in ferrying the airplane back to Texas. They flew about 15 hours in the next three days. The first day of flying was primarily practicing takeoff and landings. On the two flights en route to Texas, IFR flight plans were filed even though the weather was visual meteorological conditions. The accident pilot did all the flying and they did not fly any instrument approaches. The experienced Bonanza pilot reportedthat the accident pilot did not have any problems flying the airplane and he did not exhibit any unsafe tendencies. The NTSB Materials laboratory examined the right wing aileron cable fracture using at optical stereomicroscope. No evidence of preexisting damage was observed. The J. P. Instruments (JPI) EDM 730/830 panel mounted engine monitor that can record up to 24 parameters related to engine operations was sent to the National Transportation Safety Board's (NTSB) Vehicle Recorder Division for examination. The JPI EDM-730's chip containing the non-volatile memory was removed from the internal circuit board and the data was downloaded. The EDM recording contained 121 recorded flight logs. The accident flight log was located from the data recorded on November 11, 2013, and it contained about 753 valid points of data over a span of about 75 minutes. The internal clock in the unit was set to coordinated universal time (UTC); however, the time recorded indicated that the internal clock was about 6 minutes "ahead" of UTC when compared to other sources. The EDM recorded data from the accident flight indicated that the engine start occurred at 23:46:30 cst (UTC time with the 6 hour offset. All times in cst) and it continued to record data until 01:01:42, when the unit was powered off. At 23:54:36, the fuel flow increased to about 35 gallons per hour (gph) with a correlated increase in rpm to about 2,700 rpm, which was consistent with takeoff power. About 12 minutes later, the fuel flow was reduced to about 17 gph and there was a correlated decrease in rpm to about 2,500 rpm. About 37 minutes later, the fuel flow increased to about 37 gph with a correlated increase in rpm to about 2,700 rpm, which lasted for about 4.5 minutes. Then the fuel flow and rpm were again reduced for about 11.5 minutes. At 00:59:48, the fuel flow rapidly increased to about 37 gph with a correlated increase in rpm to about 2,700 rpm for a third time during the flight. It maintained this value until the end of the recording at 01:01:42. The airplane impacted a flat, clay dirt pasture on a magnetic heading of about 276 degrees. The debris path was about 1,000 feet long and 175 feet wide. The engine traveled the furthest from the initial impact point. The initial impact ground scar measured about 60 feet long. A green lens piece was found at the initial ground scar. About 60 feet from the initial impact point , a ground scar about 10 feet long was observed with the right elevator balance weight horn protruding into the ground at about an 85 degrees down angle. A burn area about 150 feet by 28 feet extended from the second ground scar. The right wing was fragmented, and pieces of the right wing were found in the debris path from the initial ground scar to where the main wreckage was located about 600 feet from the initial impact point. The propeller was separated from the engine and was found along a barb wire fence about 550 feet from the initial ground scar. The main wreckageconsisted of the cabin aft of the engine firewall, the left wing, the aft baggage compartment, and the empennage, which was found inverted. A ground fire consumed a majority of the fuselage and cockpit instruments, and the left wing exhibited fire damage. The structure around the power quadrant was consumed by fire. The airspeed indicator was located in the debris field, and the pointer was found stuck at 156 knots. All primary flight control surfaces and flaps were located at the wreckage site. Flight control continuity of all primary flight control cables was confirmed from the cockpit to their respective flight control surfaces, with the cable separations exhibiting signatures consistent with overload. Continuity of the aileron, elevator, and rudder trim control cables was confirmed from the cockpit to the respective flight control trim surfaces, with the cable separations exhibiting signatures consistent with overload. The left flap remained attached to the left wing and was found in the up position. The right flap separated from the fragmented right wing, and the flap actuator extension corresponded to a 5 degree flap down position. The engine came to rest inverted in a field approximately 1,000 feet from the initial point of impact. The intake and exhaust components were not attached to the engine and were found scattered among the debris field. All of the fuel system components were separated from the engine with the exception of the fuel manifold, injector lines, and nozzles. The magnetos, alternator, engine-driven vacuum pump, starter motor/starter adapter, turbocharger, pressure controller, overboost relief valve, wastegate actuator, intercooler, oil pump, oil cooler, oil filter, and oil sump were all separated from the engine, and all but the starter motor and adapter were identified throughout the debris field. Portions of the lower crankcase halves and the accessory end of both halves were separated from the engine and were located throughout the debris field. The crankshaft, camshaft, and idler gears, as well as the propeller drive and propeller bevel gears, were visible. There was no sign of operational distress, oil starvation, or discoloration on any of the visible internal components. The sparkplugs displayed normal wear and combustion deposits. The cylinders were examined using a lighted borescope, and no internal anomalies were noted with the cylinder barrels, pistons, valves, or valve seats. The propeller was separated from the propeller flange. The examination of the 3-blade propeller revealed that all three blades remained attached to the propeller hub. All three blades displayed heavy polishing near the blade tips. The blade labeled A during the on-site examination was loose in the hub and was rotated approximately 140° within the hub. Blade A also exhibited leading edge gouges and deep, chord-wise scrapes. The blade labeled B was twisted toward low pitch toward the tip. Blade C sustained S-bending damage and twistingtoward low pitch toward the tip, and the outboard eight inches of blade tip was separated from the blade. The mounting side of the propeller hub displayed numerous gouges, and the mounting bolt holes were elongated and distorted.

## Aircraft

- Registration: [N4245D](https://openairdocs.org/deregistered/N4245D-2014-05-12), registration cancelled 2014-05-12, S/N EA-645, built 1999 (OpenAirDocs)
- Reported make and model: BEECHCRAFT B36TC
- Registry model: [Raytheon B36TC](https://openairdocs.org/model/raytheon-b36tc) (registry code 7150008) (OpenAirDocs)
- Registry engine: [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series) (registry code 17040, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: EA-645
- Year built: 1999
- Airframe hours: 1439
- Engines: Continental IO-550-B 300 horsepower reciprocating
- Damage: Destroyed
- Fire: On-Ground
- Flight: Personal, Part 91
- Operator: William M. Capt
- Registered owner: William M. Capt
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, September 24, 2013
- Departed: LBB, Lubbock, TX
- Destination: AMA, Amarillo, TX
- Flight plan: IFR
- Airport: AMA, Amarillo International Airport, runway 04, 13,502 × 200 ft, concrete
- Equipment: Stall warning system

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 48; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: left; toxicology performed; flight hours: 410 total, 25 in this make and model, 2 in the last 24 hours

## Weather

- Conditions: Instrument (IMC), Night/dark
- Wind: 170° at 12 knots
- Visibility: 0 statute miles
- Lowest ceiling: 200 ft indefinitevv
- Temperature: 48 °F, dew point 46 °F
- Altimeter: 30.22 inHg
- Observed at: AMA, 2 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 20131111020469A](https://openairdocs.org/incident/20131111020469A), Nov 11, 2013: Raytheon Aircraft Company B36TC, Amarillo, TX, Destroyed, 3 fatal. Pilot departed lubbock preston smith with IFR flight plan for Amarillo tradewind airport and missed approach. Attempted an approach at Amarillo Rick Husband…

## Docket (51 files)

The files NTSB released with the investigation on June 11, 2014, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=88412. 27.7 MB in all.

- Meteorology 5 - Weather Study Report of Group Chairman (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40407733&FileExtension=.PDF&FileName=Meteorology%205%20-%20Weather%20Study%20Report%20of%20Group%20Chairman-Master.PDF
- Records of Conversations (item 2, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413213&FileExtension=.PDF&FileName=Records%20of%20Conversations-Master.PDF
- State Trooper Haley's Statement (item 3, .PDF, 243 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405174&FileExtension=.PDF&FileName=State%20Trooper%20Haley%27s%20Statement-Redacted.PDF
- DUAT Flight Plans (item 4, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405180&FileExtension=.PDF&FileName=DUAT%20Flight%20Plans-Redacted.PDF
- Accident Flight on Flight Aware (item 5, .PDF, 303 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405182&FileExtension=.PDF&FileName=Accident%20Flight%20on%20Flight%20Aware-Master.PDF
- Flight Aware N4245D Oct 28 - Nov 11 (item 6, .PDF, 238 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405183&FileExtension=.PDF&FileName=Flight%20Aware%20N4245D%20Oct%2028%20-%20Nov%2011-Redacted.PDF
- Metars (item 7, .PDF, 311 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405184&FileExtension=.PDF&FileName=METARS-Master.PDF
- Maintenance Record Excerpts (item 8, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405185&FileExtension=.PDF&FileName=Maintenance%20Record%20Excerpts-Redacted.PDF
- Engine Data Monitor Factual Report (item 9, .PDF, 633 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413080&FileExtension=.PDF&FileName=Engine%20Data%20Monitor%20Factual%20Report-Master.PDF
- Attachment 1 .csv (item 10, .CSV, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413081&FileExtension=.csv&FileName=Attachment%201%20.csv-Master.csv
- Wreckage Diagram (item 11, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413082&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF
- NTSB Materials Lab Email (item 12, .PDF, 122 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413083&FileExtension=.PDF&FileName=NTSB%20Materials%20Lab%20Email-Redacted.PDF
- FAA ZAB ARTCC Accident Package Excerpts (item 13, .PDF, 3.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413084&FileExtension=.PDF&FileName=FAA%20ZAB%20ARTCC%20Accident%20Package%20Excerpts-Redacted.PDF
- Google Earth Radar Plots (item 14, .PDF, 99 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413214&FileExtension=.PDF&FileName=Google%20Earth%20Radar%20Plots-Master.PDF
- MapPoint Code for Radar Plots (item 15, .TXT, 6 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413077&FileExtension=.txt&FileName=MapPoint%20Code%20for%20Radar%20Plots-Master.txt
- Radar Plots of Instrument Approaches (item 16, .PDF, 3.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413076&FileExtension=.PDF&FileName=Radar%20Plots%20of%20Instrument%20Approaches-Master.PDF
- NTSB Party Forms (item 17, .PDF, 772 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405230&FileExtension=.PDF&FileName=NTSB%20Party%20Forms-Redacted.PDF
- Release of Aircraft Wreckage, NTSB Form 6120.15 (item 18, .PDF, 630 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413074&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF
- Toxicological Report - Pilot (item 19, .PDF, 304 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40413075&FileExtension=.PDF&FileName=Toxicological%20Report%20-%20Pilot-Redacted.PDF
- Photo 1. Aerial View of Accident Site (item 20, .PDF, 319 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405186&FileExtension=.PDF&FileName=Photo%201.%20Aerial%20View%20of%20Accident%20Site-Master.PDF
- Photo 2. Initial impact and ground scar. (item 21, .PDF, 177 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405188&FileExtension=.PDF&FileName=Photo%202.%20Initial%20impact%20and%20ground%20scar.-Master.PDF
- Photo 3. Piece of green lens. (item 22, .PDF, 265 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405190&FileExtension=.PDF&FileName=Photo%203.%20Piece%20of%20green%20lens.-Master.PDF
- Photo 4.Ground scar (item 23, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405191&FileExtension=.PDF&FileName=Photo%204.Ground%20scar-Master.PDF
- Photo 5. Right horizontal stabilizer and elevator. (item 24, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405192&FileExtension=.PDF&FileName=Photo%205.%20Right%20horizontal%20stabilizer%20and%20elevator.-Master.PDF
- Photo 6. Right wingtip. (item 25, .PDF, 183 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405193&FileExtension=.PDF&FileName=Photo%206.%20Right%20wingtip.-Master.PDF
- Photo 7. Right flap. (item 26, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405194&FileExtension=.PDF&FileName=Photo%207.%20Right%20flap.-Master.PDF
- Photo 8. Section of right aileron. (item 27, .PDF, 198 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405195&FileExtension=.PDF&FileName=Photo%208.%20Section%20of%20right%20aileron.-Master.PDF
- Photo 9. Section of the right wing. (item 28, .PDF, 174 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405196&FileExtension=.PDF&FileName=Photo%209.%20Section%20of%20the%20right%20wing.-Master.PDF
- Photo 10. Airspeed indicator. (item 29, .PDF, 376 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405197&FileExtension=.PDF&FileName=Photo%2010.%20Airspeed%20indicator.-Master.PDF
- Photo 11. Attitude gyro and vacuum pump. (item 30, .PDF, 536 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405200&FileExtension=.PDF&FileName=Photo%2011.%20Attitude%20gyro%20and%20vacuum%20pump.-Master.PDF
- Photo 12. 3-bladed propeller. (item 31, .PDF, 518 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405201&FileExtension=.PDF&FileName=Photo%2012.%203-bladed%20propeller.-Master.PDF
- Photo 13. View of the main wreckage. (item 32, .PDF, 175 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405202&FileExtension=.PDF&FileName=Photo%2013.%20View%20of%20the%20main%20wreckage.-Master.PDF
- Photo 14. View of the burned left wing, fuselage, and empennage. (item 33, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405203&FileExtension=.PDF&FileName=Photo%2014.%20View%20of%20the%20burned%20left%20wing,%20fuselage,%20and%20empennage.-Master.PDF
- Photo 15. View of burned fuselage and left wing. (item 34, .PDF, 468 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405204&FileExtension=.PDF&FileName=Photo%2015.%20View%20of%20burned%20fuselage%20and%20left%20wing.-Master.PDF
- Photo 16. View of empennage. (item 35, .PDF, 474 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405205&FileExtension=.PDF&FileName=Photo%2016.%20View%20of%20empennage.-Master.PDF
- Photo 17. Burned cockpit. (item 36, .PDF, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405206&FileExtension=.PDF&FileName=Photo%2017.%20Burned%20cockpit.-Master.PDF
- Photo 18. Burned left landing gear in the left wing. (item 37, .PDF, 466 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405209&FileExtension=.PDF&FileName=Photo%2018.%20Burned%20left%20landing%20gear%20in%20the%20left%20wing.-Master.PDF
- Photo 19. Burned power quadrant. (item 38, .PDF, 479 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405210&FileExtension=.PDF&FileName=Photo%2019.%20Burned%20power%20quadrant.-Master.PDF
- Photo 20. View of engine. (item 39, .PDF, 253 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405211&FileExtension=.PDF&FileName=Photo%2020.%20View%20of%20engine.-Master.PDF
- Photo 21. View of turbocharger. (item 40, .PDF, 245 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405212&FileExtension=.PDF&FileName=Photo%2021.%20View%20of%20turbocharger.-Master.PDF
- Photo 22. View of right wing skin with aileron cable. (item 41, .PDF, 540 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405213&FileExtension=.PDF&FileName=Photo%2022.%20View%20of%20right%20wing%20skin%20with%20aileron%20cable.%20-Master.PDF
- Photo 23. Right aileron cable. (item 42, .PDF, 323 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405214&FileExtension=.PDF&FileName=Photo%2023.%20Right%20aileron%20cable.-Master.PDF
- Photo 24. Right aileron cable. (item 43, .PDF, 353 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405215&FileExtension=.PDF&FileName=Photo%2024.%20Right%20aileron%20cable.-Master.PDF
- Photo 25. Right wing pieces. (item 44, .PDF, 444 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405217&FileExtension=.PDF&FileName=Photo%2025.%20Right%20wing%20pieces.-Master.PDF
- Photo 26. View of propeller marked "A" (item 45, .PDF, 248 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405218&FileExtension=.PDF&FileName=Photo%2026.%20View%20of%20propeller%20marked%20%22A%22-Master.PDF
- Photo 27. Propeller blade marked B. (item 46, .PDF, 232 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405219&FileExtension=.PDF&FileName=Photo%2027.%20Propeller%20blade%20marked%20B.%20-Master.PDF
- Photo 28. Propeller blade marked C. (item 47, .PDF, 228 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405220&FileExtension=.PDF&FileName=Photo%2028.%20Propeller%20blade%20marked%20C.-Master.PDF
- Photo 29. Propeller flange. (item 48, .PDF, 282 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405221&FileExtension=.PDF&FileName=Photo%2029.%20Propeller%20flange.-Master.PDF
- Photo 30. Attitude gyro rotor. (item 49, .PDF, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405222&FileExtension=.PDF&FileName=Photo%2030.%20Attitude%20gyro%20rotor.-Master.PDF
- Photo 31. Attitude gyro housing. (item 50, .PDF, 169 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405224&FileExtension=.PDF&FileName=Photo%2031.%20Attitude%20gyro%20housing.-Master.PDF
- Photo 32. View of EDM-700. (item 51, .PDF, 356 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40405225&FileExtension=.PDF&FileName=Photo%2032.%20View%20of%20EDM-700.-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.

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