# NTSB CEN14FA328: Piper PA 28-235, N8814W, Georgetown, CO, June 30, 2014 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 30, 2014, 08:49 local (14:49 UTC) - Place: Georgetown, CO - Coordinates: 39.709583, -105.689254 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.7096&lon=-105.6893&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Loss of control in flight](https://openairdocs.org/ntsb-events/240) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report February 12, 2015 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration, Lycoming, Hartzell Propeller, Incorporated, Piper Aircraft, Incorporated - NTSB case key (mKey): 89568 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN14FA328 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89568/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89568 - Page: https://openairdocs.org/ntsb/CEN14FA328 ## Probable cause The pilot’s inability to maintain a climb while maneuvering the airplane in high-density altitude conditions that degraded the airplane’s climb performance and his exceedance of the airplane’s critical angle-of-attack, which led to an aerodynamic stall and loss of control. Contributing to the accident was the pilot’s inadequate preflight planning and his decision to fly into mountainous terrain. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-28-235, 28 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7102810), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Aircraft capability: climb capability](https://openairdocs.org/ntsb-findings/01061010): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-28-235, 1 case](https://openairdocs.org/ntsb-findings/01061010/cases.md?model=7102810), [All aircraft, 183 cases](https://openairdocs.org/ntsb-findings/01061010/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Piper PA-28-235, 2 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=7102810), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) - [Temp/humidity/pressure: high density altitude](https://openairdocs.org/ntsb-findings/03031020): Environmental issues › Conditions/weather/phenomena · Effect on operation; cases with it: [Piper PA-28-235, 1 case](https://openairdocs.org/ntsb-findings/03031020/cases.md?model=7102810), [All aircraft, 278 cases](https://openairdocs.org/ntsb-findings/03031020/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-28-235, 16 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7102810), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Training](https://openairdocs.org/ntsb-findings/02031500): Personnel issues › Experience/knowledge · Pilot; cases with it: [Piper PA-28-235, 1 case](https://openairdocs.org/ntsb-findings/02031500/cases.md?model=7102810), [All aircraft, 8 cases](https://openairdocs.org/ntsb-findings/02031500/cases.md) - [Planning/preparation: flight planning/navigation](https://openairdocs.org/ntsb-findings/02061025): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Piper PA-28-235, 2 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md?model=7102810), [All aircraft, 179 cases](https://openairdocs.org/ntsb-findings/02061025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of control in flight](https://openairdocs.org/ntsb-events/240) (defining event); cases with it: [Piper PA-28-235, 11 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=7102810), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) ## Analysis A customer service manager at the fixed-base operator (FBO) reported that the pilot, who was preparing for the cross-country flight, was looking for information on how to fly over the mountains. At that time, there was no one at the FBO who could provide him information on mountain flying, and no posted information was available. She later heard that the pilot planned to take off under visual flight rules and fly through the mountains along the interstate. Radar data showed that the airplane took off to the west, turned south, and then climbed to about 10,400 ft mean sea level (msl). Once the airplane reached the interstate, it turned west toward the mountains and followed the interstate. About 25 minutes after taking off, when the airplane was at 10,200 ft msl, radar contact with the airplane was lost. Witnesses near the accident site were consistent with their accounts, which indicated that the airplane was flying between about 11,000 and 11,500 ft msl (200 to 300 ft above the ground) with the engine producing power. The airplane was in a nose-high attitude when it started turning left away from rising terrain. The airplane then turned about 180 degrees, rolled over to the left, and entered a steep dive before impacting trees and terrain. One of the witnesses indicated that, before the left turn, the airplane's path seemed pretty flat with little gain in altitude. A postimpact fire ensued, which consumed most of the airplane. A postaccident examination confirmed flight control continuity and revealed no preimpact anomalies with the engine or airplane systems that would have precluded normal operation. The pilot did not use any weather or flight planning services. No evidence was found that the pilot had obtained training in mountain flying. A weather model determined that, at the time of the accident, the density altitude was about 12,850 ft, which would have reduced the airplane's climb rate by more than 90 percent. It is likely that, as the pilot attempted to cross over the mountainous terrain, he raised the airplane's nose such that the airplane was beyond its critical angle-of-attack, which, combined with the airplane's decreased climb performance, led to an aerodynamic stall and loss of control. ## Factual narrative The airplane was a Piper Aircraft Corporation model PA-28-235 Cherokee. The four-place single-engine airplane, serial number 28-10360, was manufactured in 1964 and had an airworthiness certificate classifying its operation in the normal category. The airplane was powered by one Lycoming IO-540-B4B5 carbureted engine rated at 250 horsepower at 2,800 rpm. The facility that maintained the airplane provided all records for maintenance performed on it. According to those records, the airplane underwent an annual inspection on July 5, 2013, at airframe total time 5,425.05 hours. The last maintenance was performed on April 9, 2014, at an airframe total time of 5,533.73 hours. The facility's mechanics replaced the exhaust gas temperature probe in accordance with the manufacturer's instructions and performed a satisfactory operations check. The total airframe time at the accident could not be determined because of the extensive thermal damage to the airplane's tachometer and Hobbs meter. On June 30, 2014 about 0849 mountain daylight time, a Piper PA-28-235, N8814W, impacted mountainous terrain at the Loveland Ski Area near Georgetown, Colorado. The pilot and two passengers were fatally injured. The airplane was destroyed, and a postimpact fire occurred. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed for the personal cross-country flight which operated without a flight plan. The flight originated from the Rocky Mountain Metropolitan Airport (BJC), Broomfield, Colorado, at 0810 and was en route to Moab, Utah. A customer service manager at the fixed base operator (FBO) reported the pilot in preparing for the flight was looking for information on how to get over the mountains. At that time, there was no one at the FBO who could provide him information on mountain flying, and there was no posted information available. She later heard that the pilot planned to takeoff VFR and fly through the mountains along the interstate. A line technician reported that he met the airplane when it arrived at BJC on June 27. The line technician helped the pilot and his family with their luggage and drove them to an awaiting family car. Before they left, the pilot did a walk-around inspection of the airplane. When the line technician arrived at the airport on June 30, the pilot had already loaded the airplane. The pilot said they were going to Moab, Utah and planned to stay there a couple of days. Then they were going to fly to the Grand Canyon and spend a couple of days there before continuing to Los Angeles. The line technician said the pilot and his family were in good spirits and were not in a rush to take off. The line technician said he did not see the pilot do a preflight of the airplane but did watch him start the airplane and taxi it to the self-serve pumps. A fuel receipt from the fixed-base operator showed that the pilot loaded the airplane with 57.86gallons of fuel. The line technician said he had indirectly heard that the pilot intended to take off and fly through the mountains along Interstate 70 to Grand Junction, Colorado. Radar data showed the airplane departed BJC to the west. At 0814:36 the airplane was at 5,500 ft mean sea level (msl) and transmitting a transponder code of 1200. The airplane then turned south and continued to climb to about 10,400 ft. Once the airplane reached Interstate 70 at Golden, Colorado, it turned west into the mountains. At 0837:25, the airplane passed over Idaho Springs, Colorado, at an altitude of 10,400 ft msl. Radar contact was lost at 0839:35 when the airplane was 9 miles west of Idaho Springs at an altitude of 10,200 ft msl. Several witnesses saw the airplane as it approached the Loveland Ski Area near Georgetown, Colorado, which is about 20 miles west of Idaho Springs. One witness said he was coming out of the Eisenhower Tunnel heading east when he saw the airplane banking hard left about 200 ft above Interstate 70. He said the airplane then "just fell out of the air and crashed." The witness said that other than the low altitude, he did not notice anything before the crash that indicated a problem. Another witness had been hiking and was taking a break at 0845 on the west ridge of a mountain north of Interstate 70 and a few miles east of the accident site. He was at 11,700 ft msl, and had a good view of the valley looking west toward Interstate 70 and the Loveland Ski Area. He said he saw an airplane coming in low and heading west toward Mount Trelease, which is just north of Interstate 70 before the Eisenhower Tunnel. The witness said the airplane was about 300 ft below his location, was going pretty fast, and was quite loud. He estimated the airplane was flying at an altitude between 11,300 ft and 11,500 ft msl. He said the airplane's path seemed pretty flat with very little gain in altitude. The witness expected the airplane to pull up as it approached Mount Trelease but the airplane did not gain any altitude. He thought the airplane would crash into the mountain, but then the airplane banked left, made a 180-degree turn east and then dropped below the ridge of Mount Sniktau south of Interstate 70. He then saw a big plume of smoke. He estimated that everything he saw took place in about 1 ½ to 2 minutes. Another witness, who was driving on a switchback road in the Loveland Ski Area saw the airplane flying west along the mountains. The airplane was at an altitude of 11,000 to 11,200 ft msl and in a high nose-up pitch attitude. The witness said he saw the airplane "break" into a left turn and enter a spin. The airplane was in a steep left bank and "deep" nose-down attitude. He watched the airplane descend rapidly and go out of view behind the trees. He rolled down his window to hear if there was a crash. When he didn't hear anything, the witness thought maybe the pilot recovered safely from the rapid descent. However, as he came to a horseshoe bendin the road, he saw the smoke from the post-impact fire. The witness said he did not hear any engine sounds before the accident because he had his car windows rolled up. The results of an autopsy performed on the pilot on July 3, 2014 by the Jefferson County Coroner's Office, Golden, Colorado, showed cause of death due to loss of blood secondary to laceration-transection of the aorta related to blunt force trauma sustained in the accident. The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot. Test results were negative for all tests conducted. At 0853, the routine aviation weather report for Centennial Airport, about 47 miles east of the accident site, was wind 120 degrees at 6 knots, 10 miles visibility, scattered clouds at 2,300 ft, temperature 78 degrees F, dew point 39 degrees F, and altimeter 30.03 inches of mercury. At 0851, the weather station for Keystone and Last Chance, Colorado, 4 miles southwest of the accident site, reported winds from the southwest at 1 mph, gusts to 7 mph, temperature 59 degrees F, dew point 32 degrees F, humidity 36 percent, and altimeter 29.78 inches of mercury. A weather model that produces estimates of the atmosphere was used for the accident area to determine density altitude, potential turbulence, and updrafts and downdrafts. Based on model temperature and dew point, and surface pressure for the surface location of the accident, 11,645 ft msl, the density altitude would be approximately 12,850 ft msl. Surface observations for wind at the accident site were approximately 15 knots. However, about 2,000 ft above the mountain peaks in the Loveland Pass area, the wind velocity increased to 30 to 40 knots. Aircraft-scale turbulence existed in the area within 2,000 ft of the terrain, and maximum updraft speeds of 300 to 500 ft per minute and maximum downdraft speeds of 300 to 400 ft per minute existed near the accident site. The pilot, age 42, held a private pilot certificate with an airplane single-engine land rating. According to the pilot's Federal Aviation Administration (FAA) medical records, on April 30, 2014, he reported having 278 total flying hours and having flown 60 hours in the 6 months before the examination. The pilot was issued a limited third-class medical certificate dated April 30, 2014. The certificate showed that the pilot must have glasses available for near vision. In spite of repeated efforts, no other pilot records were obtained to substantiate his training and experience beyond what was reported to the FAA. The airplane wreckage, engine, and propeller were examined at Greeley, Colorado, on July 14, 2014. An examination of the airframe wreckage confirmed continuity from the flap handle to the flaps; however, the position of the flaps could not be determined. An examination of the elevator trim cable determined the trim was at the neutral position. The fuel selector handle and valve were examined; however, the tank position selection could notbe determined due to the extensive thermal damage. The engine crankshaft and camshaft rotated freely. All valves and pistons moved freely. All cylinders showed good compression. A borescope examination of the cylinders showed no anomalies. Both magnetos were removed and examined. The magnetos' couplers could not be tested due to the extensive thermal damage. The oil screen was removed and examined and was clean. The fuel pump, air filter, and vacuum pump showed extensive thermal damage. The carburetor body showed extensive thermal damage, and the floats were bent and broken. The propeller was removed from the engine's flange and disassembled. Blade A showed torsional bending, chordwise scratches, and leading edge gouges. The outer 4 inches of the blade tip was broken in overload. The blade pitch knob was sheared off. Blade B was straight and showed nicks along the leading edge. The outer 9 inches of the blade was bent aft 90 degrees. On July 2, 2014, Lockheed Martin flight service (LMFS) was contacted to determine if the pilot received any services or filed a flight plan. LMFS responded that neither it nor the Data Transformation Corporation Direct User Access Terminal Service (DUATS) provided any services to the accident pilot. Further, the Computer Science Corporation DUATS did not provide weather information to the pilot. Fuel Testing A fuel sample from the BJC fixed-base operator self-serve pump from which the pilot fueled his airplane just before the flight was secured and tested. The test results indicated the fuel was good and showed no presence of water or contaminants. Density Altitude FAA Pamphlet FAA-P-8740-2 (2008) "Density Altitude" defines density altitude as "pressure altitude corrected for non-standard temperature variations." Density altitude can affect aircraft performance. As density altitude increases, air density decreases, which results in decreased aircraft performance. According to the Koch chart on page 3 of the pamphlet, based on the conditions at the time of the accident, 59 degrees F and pressure altitude of about 11,645 ft, the airplane's climb rate would have been reduced by more than 90 percent. The accident site was located on the side of a mountain slope at an elevation of 11,645 ft msl. The airplane wreckage was spread along a 186 ft-long down-sloping path through a forest of Subalpine fir trees on a 246-degree magnetic heading. The elevation where the main wreckage was at was 10,960 ft. The first point of impact was a Subalpine fir tree that was broken off about 69 ft above the ground. The airplane's left wing tip, two sections of the left outboard wing, and the left aileron were found about 45 ft west-southwest of the first impact point resting on the ground, and they were crushed and broken aft at mid-span. Pieces of cut wood, broken branches, Fiberglas, and paint chips were scattered across the ground beginning at the first point of impact and running along the accident site heading for about 147 ft. Severalpieces of cut wood showed a cut angle of 45 degrees with black paint transfer in the wood fibers along the cut edge. The terrain from the first point of impact to where the airplane's main wreckage came to rest was down-sloping at an angle of about 18 degrees. The main wreckage, which consisted of the airplane's engine, propeller, cabin, right wing, left inboard wing, both main landing gear, baggage compartment, aft fuselage, and empennage rested inverted at the base of four Subalpine fir trees. These components were charred, melted, and consumed by fire. A burned area about 75 ft long and 54 ft wide surrounded the main wreckage. Several trees knocked down by the airplane were also located in the burned area. Continuity from the control yokes and rudder pedals to the aileron bellcranks, stabilator crosstube, and rudder horns was confirmed at the accident site. The right aileron control surface was charred and melted. The rudder and stabilator surfaces were consumed by fire. The airplane wreckage was retained for further examination. ## Aircraft - Registration: [N8814W](https://openairdocs.org/deregistered/N8814W-2018-02-21), registration cancelled 2018-02-21, S/N 28-10360, built 1964 (OpenAirDocs) - Reported make and model: PIPER PA 28-235 (235) - Registry model: [Piper PA-28-235](https://openairdocs.org/model/piper-pa-28-235) (registry code 7102810) (OpenAirDocs) - Registry engine: [Lycoming 0-540 series](https://openairdocs.org/engine/lycoming-0-540-series) (registry code 41532, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 28-10360 - Year built: 1964 - Engines: LYCOMING 0-540 SERIES 250 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Kerker James E - Registered owner: Kerker James E - Airworthiness certificate: None - Last inspection: Annual, July 5, 2013, 5,426 hours before - Departed: KBJC, Broomfield, CO - Destination: KCNY, Moab, UT ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; seat: left; toxicology performed; flight hours: 278 total, 278 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 235° at 1 knots, gusting 7 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 59 °F, dew point 32 °F - Altimeter: 29.78 inHg - Observed at: KCOK, 4 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 20140630010429A](https://openairdocs.org/incident/20140630010429A), Jun 30, 2014: Piper PA-28-235, Georgetown, CO, Destroyed, 3 fatal. On June 30,2014 at approximately 0840 Piper aircraft PA-28-235 lost control over loveland pass ski area. Aircraft impacted ground and was destroyed. Three… ## Docket (32 files) The files NTSB released with the investigation on January 30, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89568. 143 MB in all. - Memorandums of Interviews (item 1, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421915&FileExtension=.PDF&FileName=Memorandums%20of%20Interviews-Redacted.PDF - Wreckage Diagram (item 2, .PDF, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421916&FileExtension=.PDF&FileName=Wreckage%20Diagram-Master.PDF - Weather Reports and Records (item 3, .PDF, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421917&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Radar Track Overlays of Airplane’s Route of Flight (item 4, .PDF, 443 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421918&FileExtension=.PDF&FileName=Radar%20Track%20Overlays%20of%20Airplane%E2%80%99s%20Route%20of%20Flight%20-Master.PDF - Satellite Photos of Accident Site (item 5, .PDF, 554 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421919&FileExtension=.PDF&FileName=Satellite%20Photos%20of%20Accident%20Site-Master.PDF - Clear Creek County Sheriff’s Office Incident Report #20141180 (item 6, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421920&FileExtension=.PDF&FileName=Clear%20Creek%20County%20Sheriff%E2%80%99s%20Office%20Incident%20Report%20%2320141180-Redacted.PDF - Fuel Testing Report (item 7, .PDF, 235 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421921&FileExtension=.PDF&FileName=Fuel%20Testing%20Report-Redacted.PDF - Airplane Maintenance Write Ups (item 8, .PDF, 152 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421922&FileExtension=.PDF&FileName=Airplane%20Maintenance%20Write%20Ups-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 737 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421923&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Retention/Release of Aircraft Wreckage Form (item 10, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421924&FileExtension=.PDF&FileName=Retention%2FRelease%20of%20Aircraft%20Wreckage%20Form-Redacted.PDF - Toxicological Report (item 11, .PDF, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421925&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Miscellaneous – E-Mail from Lockheed Martin Flight Services (item 12, .PDF, 374 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421926&FileExtension=.PDF&FileName=Miscellaneous%20%E2%80%93%20E-Mail%20from%20Lockheed%20Martin%20Flight%20Services-Redacted.PDF - Miscellaneous – Fuel Receipt (item 13, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421927&FileExtension=.PDF&FileName=Miscellaneous%20%E2%80%93%20Fuel%20Receipt-Master.PDF - Miscellaneous – FAA-P-8740-2, Density Altitude Pamphlet (item 14, .PDF, 867 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421928&FileExtension=.PDF&FileName=Miscellaneous%20%E2%80%93%20FAA-P-8740-2,%20Density%20Altitude%20Pamphlet-Master.PDF - Photo 1 – Smoke From Accident Site (item 15, .PDF, 8.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421929&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Smoke%20From%20Accident%20Site-Master.PDF - Photo 2 – Initial Impact Point, Subalpine Fir Trees (item 16, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421930&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Initial%20Impact%20Point,%20Subalpine%20Fir%20Trees-Master.PDF - Photo 3 – Propeller Strike on Tree Piece and Paint Transfer (item 17, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421931&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Propeller%20Strike%20on%20Tree%20Piece%20and%20Paint%20Transfer%0D%0A-Master.PDF - Photo 4 – Nose Landing Gear (item 18, .PDF, 9.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421932&FileExtension=.PDF&FileName=Photo%204%20%E2%80%93%20Nose%20Landing%20Gear%0D%0A-Master.PDF - Photo 5 – Left Outboard Wing Section (item 19, .PDF, 12.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421933&FileExtension=.PDF&FileName=Photo%205%20%E2%80%93%20Left%20Outboard%20Wing%20Section-Master.PDF - Photo 6 – Additional Left Outboard Wing (item 20, .PDF, 10.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421934&FileExtension=.PDF&FileName=Photo%206%20%E2%80%93%20Additional%20Left%20Outboard%20Wing-Master.PDF - Photo 7 – Left Aileron (item 21, .PDF, 11.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421935&FileExtension=.PDF&FileName=Photo%207%20%E2%80%93%20Left%20Aileron-Master.PDF - Photo 8 – Rotating Beacon (item 22, .PDF, 9.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421936&FileExtension=.PDF&FileName=Photo%208%20%E2%80%93%20Rotating%20Beacon-Master.PDF - Photo 9 – Left Wing Tip (item 23, .PDF, 14.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421937&FileExtension=.PDF&FileName=Photo%209%20%E2%80%93%20Left%20Wing%20Tip-Master.PDF - Photo 10 – Airplane Main Wreckage (item 24, .PDF, 10.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421938&FileExtension=.PDF&FileName=Photo%2010%20%E2%80%93%20Airplane%20Main%20Wreckage-Master.PDF - Photo 11 – Airplane Main Wreckage, Forward View (item 25, .PDF, 9.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421939&FileExtension=.PDF&FileName=Photo%2011%20%E2%80%93%20Airplane%20Main%20Wreckage,%20Forward%20View-Master.PDF - Photo 12 – Airplane Main Wreckage Aft View (item 26, .PDF, 11.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421940&FileExtension=.PDF&FileName=Photo%2012%20%E2%80%93%20Airplane%20Main%20Wreckage%20Aft%20View-Master.PDF - Photo 13 – Engine and Propeller at Accident Scene (item 27, .PDF, 9.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421941&FileExtension=.PDF&FileName=Photo%2013%20%E2%80%93%20Engine%20and%20Propeller%20at%20Accident%20Scene-Master.PDF - Photo 14 – Engine and Propeller (item 28, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421942&FileExtension=.PDF&FileName=Photo%2014%20%E2%80%93%20Engine%20and%20Propeller-Master.PDF - Photo 15 – Propeller (item 29, .PDF, 5.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421943&FileExtension=.PDF&FileName=Photo%2015%20%E2%80%93%20Propeller%0D%0A%20-Master.PDF - Photo 16 – Propeller Blade A (item 30, .PDF, 6.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421944&FileExtension=.PDF&FileName=Photo%2016%20%E2%80%93%20Propeller%20Blade%20A-Master.PDF - Photo 17 – Propeller Blade B (item 31, .PDF, 5.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421945&FileExtension=.PDF&FileName=Photo%2017%20%E2%80%93%20Propeller%20Blade%20B-Master.PDF - Photo 18 – Airspeed Indicator (item 32, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40421946&FileExtension=.PDF&FileName=Photo%2018%20%E2%80%93%20Airspeed%20Indicator%20-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.