# NTSB DCA02MA003: Cessna 208, N9530F, Dillingham, AK, October 10, 2001 - Type: NTSB accident investigation - Classification: Accident · Fatal · Major investigation · Final report - Date: October 10, 2001, 09:26 local (17:26 UTC) - Place: Dillingham, AK - Coordinates: 58.819995, -157.859954 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=58.8200&lon=-157.8600&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 10 fatal - Status: Completed, report January 23, 2003 - Report: Approved by Office Director - NTSB office: Major Investigations Division - Parties: Transportation Safety Board of Canada, Pratt & Whitney Canada, Federal Aviation Administration, Cessna Aircraft Company, Peninsula Airways, Inc. - NTSB case key (mKey): 53589 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DCA02MA003 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/53589/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=53589 - Page: https://openairdocs.org/ntsb/DCA02MA003 ## Probable cause an in-flight loss of control resulting from upper surface ice contamination that the pilot-in-command failed to detect during his preflight inspection of the airplane. Contributing to the accident was the lack of a preflight inspection requirement for CE-208 pilots to examine at close range the upper surface of the wing for ice contamination when ground icing conditions exist. ## Analysis The airplane was parked outside on the ramp the night before the accident and was subjected to rain, snow, and temperatures that dropped below 32 degrees F. Other pilots whose airplanes were also parked outside overnight stated that about 1/4 to 1/2 inch of snow/frost covered a layer of ice on their airplanes the morning of the accident. Because of these conditions, ramp personnel deiced the accident airplane with a heated mixture of glycol and water. The PenAir ramp supervisor who conducted the deicing stated that he believed the upper surface of the wing was clear of ice but that he did not physically touch the wing to check for the presence of ice. Investigators were unable to determine whether the accident pilot visually or physically checked the wing and tail surfaces for contamination after the accident airplane was deiced. However, the airplane's high-wing configuration would have hindered the pilot's ability to see residual clear ice on the surface of the wing after the deicing procedures. Company records indicate that the certificated commercial pilot completed his initial CE-208 flight training 2 months before the accident and had accumulated a total of 74 hours in this make and model of airplane. The airplane, with the pilot and nine passengers onboard, crashed shortly after takeoff from runway 01. A witness observed that the airplane's flight appeared to be normal until the airplane suddenly pitched up, rolled 90 degrees to the left, and yawed to the left. The airplane then descended nose-down until it disappeared from view. Data from the engine monitoring system revealed that the maximum altitude obtained during the accident flight was about 651 feet mean sea level. The airplane crashed in a level attitude. Investigators found no evidence of pre-impact failures in the structure, flight control systems, or instruments. Further, examination of the engine and propeller revealed no pre-impact failures and that the engine was running when the airplane hit the ground. ## Factual narrative HISTORY OF FLIGHT On October 10, 2001, about 0926 Alaska daylight time (all times in this brief are Alaska daylight time based on a 24-hour clock), Peninsula Airways, Inc. (PenAir) flight 350, a Cessna CE-208 Caravan, N9530F, crashed shortly after takeoff from the Dillingham Airport (DLG), Dillingham, Alaska. The pilot and nine passengers were killed, and the airplane was destroyed. (One passenger was evacuated to Anchorage, Alaska, but died the next day.) There was no fire. The impact site was located about 0.7 nautical miles (nm) northeast of the departure end of runway 01 at DLG. The accident occurred during daylight hours, and visual meteorological conditions prevailed at the time of the accident. The flight was operated by PenAir as a visual flight rules flight in accordance with Title 14 Code of Federal Regulations (CFR) Part 135 of the Federal Aviation Regulations (FAR). Flight 350 was bound from DLG to King Salmon, Alaska. The pilot of the accident airplane arrived for duty at DLG about 0800 the morning of the accident. The flight coordinator informed the pilot that he would fly N9530F to King Salmon, Alaska, with nine passengers. The airplane had been parked outside on the ramp overnight, and flight 350 was to be its first flight of the day. DLG had experienced light rain and mist for most of the day before the accident. This precipitation turned to light snow and mist about 2016 and continued until about midnight as the first major winter weather of the season passed through the Dillingham area. Temperatures dropped steadily to about -4 degrees C (24 degrees F). Several pilots whose airplanes were also parked outside overnight were interviewed about the snow accumulation on their airplanes the morning of the accident. A PenAir check airman who was scheduled to fly a Cherokee to King Salmon, Alaska, with the overflow passengers from PenAir flight 350 described the contamination on his airplane as "like epoxy" and said that he observed that the snow/ice on his airplane and on the accident airplane were the same. Another PenAir pilot reported that his airplane had 1/8-inch-thick icy patches covered by about 1/4 inch of snow. Another pilot on the field stated that his airplane was covered with 1/4 to 1/2 inch of clear ice with snow/frost on top. Between about 0830 and 0840, a pilot from another operator on the field observed the accident pilot conducting a preflight check of the accident airplane. The accident airplane had not yet been deiced. The PenAir ramp supervisor reported that, sometime before 0900, the accident pilot asked him to fuel the accident airplane with 60 gallons of Jet A fuel (30 gallons in each wing tank). The ramp supervisor told the pilot that his airplane would need deicing. The pilot did not acknowledge this comment. While returning to the flight office, the pilot met the PenAir check airman and asked what the deicing procedures were in Dillingham. The check airman told Safety Board investigators that he did not think the pilot's question was unusual because the pilot had not deiced at Dillingham previously. He told the pilot that the deicing procedures were the same as for a Cherokee and that the pilot should make sure that his airplane was thoroughly deiced that morning. The PenAir ramp employee who fueled the accident airplane said that he had trouble removing the accident airplane's left fuel cap due to what he described as "1/4 inch of frost with maybe ice underneath." He reported that he had to use a tool to remove the fuel cap. After the fueling was complete, the ramp supervisor sprayed deicing fluid on the accident airplane. The PenAir ramp employee who had fueled the airplane drove the forklift with the deicing equipment attached. The supervisor described the accident airplane as having 1/8 inch of frost that covered the entire airplane. He said that he did not physically touch the surfaces of the wing after the deicing process because he believed that the upper surface of the wing was clear of ice. The ramp employee driving the forklift said that he could not see the accident airplane's wing after deicing but that "a lot of glycol" had been applied. The pilot was not present during the deicing. About 0850, the PenAir check airman flying the Cherokee to King Salmon was on the ramp and watched as the accident airplane was deiced. He stated that he saw the accident airplane deiced one time and that the process was completed in about 20 minutes. The same crew and equipment that deiced the accident airplane deiced his airplane. No witnesses were found who could verify whether, after the fueling and deicing of the accident airplane was complete, the accident captain climbed a ladder or used any other means to check that the fuel caps were replaced properly or that the upper wing surfaces were clear of ice, snow, or frost. A PenAir customer service manager did state that he saw glycol on the accident pilot's coat prior to the accident airplane's departure. In addition, the PenAir check airman reported that, when he looked at the accident airplane from the ground and again from the wing of his own airplane, the accident airplane appeared to be free of snow. About 0920, as he taxied the Cherokee out to the runway, the check airman observed the accident airplane's takeoff roll. He said that the accident airplane used the normal amount of runway. After aligning the Cherokee with the centerline of runway 01, the check airman looked up and saw the accident airplane make the standard 45-degree right turn to depart the local airport traffic pattern. The check airman reported that everything appeared normal about the accident airplane at that time. A pilot doing a preflight check on his airplane on the north end of the field said that he glanced up and saw the accident airplane during takeoff, about 50 feet above the Bravo intersection. A private pilot who was talking on the telephone in his office less than 1 mile from the accident site watched as the accident airplane took off. This witness said that the airplane was traveling from left to right and was moving slightly away from him. The airplane appeared to be straight and level and at an altitude of less than 1000 feet above ground level. The sound of the engine was normal and gradually dissipated as the airplane traveled across his field of view. This witness stated further that the flight appeared to be normal until the airplane abruptly pitched up, rolled more than 90 degrees to the left, and yawed to the left, "back towards the airport," when he was able to see the entire top of the airplane. The witness reported that the nose of the airplane then dropped until the nose pointed directly down as the airplane rolled to the right. The airplane did not spin. The airplane finally disappeared behind a small hill in a nose-down attitude. The witness immediately hung up the telephone, dialed 911, and left for the accident site. When he arrived, fire and rescue personnel were already on scene. PERSONNEL INFORMATION The pilot, age 41, held a commercial pilot certificate with an airplane single-engine and multi-engine land, and instrument rating; he also held an airframe and powerplant mechanic certificate. His most recent second-class medical certificate was issued on February 9, 2001, with the limitation, "The holder shall wear corrective lenses." PenAir hired the accident pilot on October 16, 2000, and he had accrued 869 hours of total flight experience since that time. PenAir records also indicate that, at the time of the accident, the pilot's total flight experience consisted of about 3,100 hours. In the 90 days, 30 days, and 24 hours prior to the accident, PenAir records show that the pilot had accrued a total of 271, 86, and 4.4 hours, respectively. PenAir records show further that the pilot had accrued a total of about 74 hours in the Cessna CE-208 Caravan, the same airpla ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, climb - ice/frost removal from aircraft - inadequate, company maintenance personnel - weather condition - icing conditions - wing - ice (cause) - aircraft preflight - inadequate, pilot in command (cause) - checklist - information insufficient, faa(other/organization) (contributing factor) - checklist - information insufficient, manufacturer (contributing factor) - checklist - information insufficient, company/operator management (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - aircraft control - not possible, pilot in command ## Aircraft - Registration: [N9530F](https://openairdocs.org/deregistered/N9530F-2012-12-18), registration cancelled 2012-12-18, S/N 20800088 (OpenAirDocs) - Reported make and model: Cessna 208 - Registry model: [Cessna 208](https://openairdocs.org/model/cessna-208) (registry code 2073702) (OpenAirDocs) - Category: Airplane - Serial number: 20800088 - Airframe hours: 10080.3 - Engines: Pratt & Whitney Canada PT6A-114 600 horsepower turbo prop - Damage: Destroyed - Flight: Part 135 - Operator: Peninsula Airways Inc, doing business as Pen Air - Registered owner: Avion Capital Corp. - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, October 5, 2001, 12.4 hours before - Departed: Dillingham, AK - Destination: AKN, King Salmon, AK - Flight plan: Company VFR - Airport: DLG, Dillingham, runway 01, 6,404 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 41; injuries: fatal; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review June 4, 2001; seat: left; toxicology performed; flight hours: 3,100 total, 74 in this make and model, 2,800 as pilot in command, 271 in the last 90 days, 86 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 250° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 25 °F, dew point 14 °F - Altimeter: 29.39 inHg - Observed at: DLG, 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 20011010037429A](https://openairdocs.org/incident/20011010037429A), Oct 10, 2001: Cessna 208, Dillingham, AK, No damage, 1 fatal. (-23) During climb out, the aircraft turned left, stalled, banked to the right and crashed. The NTSB G0 team is investigating this accident. ## Docket (81 files) The files NTSB released with the investigation on June 7, 2002, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=53589. 39.8 MB in all. - Airworthiness Factual Report of Group Chairman (item 1, .PDF, 359 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159048&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - Airworthiness Factual Report of Group Chairman - Attachment 1 (item 2, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159220&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%201-Master.PDF - Airworthiness Factual Report of Group Chairman - Attachment 2 (item 3, .PDF, 414 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410872&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%20%202-Redacted.PDF - Airworthiness Factual Report of Group Chairman - Attachment 3 (item 4, .PDF, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410871&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%203-Redacted.PDF - Airworthiness Factual Report of Group Chairman - Attachment 4 (item 5, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159283&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20Attachment%204-Master.PDF - Airworthiness Factual Report of Group Chairman - Attachment 5 (item 6, .PDF, 7.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410873&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%205-Redacted.PDF - Airworthiness Factual Report of Group Chairman - Attachment 6 (item 7, .PDF, 474 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159284&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20%20-%20Attachment%206-Master.PDF - Airworthiness Factual Report of Group Chairman - Attachment 7 (item 8, .PDF, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410874&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%207-Redacted.PDF - Airworthiness Factual Report of Group Chairman - Attachment 8 (item 9, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410875&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%208-Redacted.PDF - Airworthiness Factual Report of Group Chairman - Attachment 9 (item 10, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159287&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20Attachment%209-Master.PDF - Airworthiness Factual Report of Group Chairman - Attachment 10 (item 11, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159288&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20Attachment%2010-Master.PDF - Airworthiness Factual Report of Group Chairman - Attachment 11 (item 12, .PDF, 103 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410876&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%2011-Redacted.PDF - Airworthiness Factual Report of Group Chairman - Attachment 12 (item 13, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410878&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%2012-Redacted.PDF - Airworthiness Factual Report of Group Chairman - Attachment 13 (item 14, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410879&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman%20-%20%20Attachment%2013-Redacted.PDF - Airplane Performance Study (item 15, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40157911&FileExtension=.PDF&FileName=Airplane%20Performance%20Study-Master.PDF - Airplane Performance Study: Attachment I - FAA Facility Position Data (item 16, .PDF, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158210&FileExtension=.PDF&FileName=Airplane%20Performance%20Study%3A%20Attachment%20I%20-%20FAA%20Facility%20Position%20Data-Master.PDF - Airplane Performance Study: Attachment II - Jeppesen Data (item 17, .PDF, 144 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158211&FileExtension=.PDF&FileName=Airplane%20Performance%20Study%3A%20Attachment%20II%20-%20Jeppesen%20Data-Master.PDF - Airplane Performance Study: Attachment III - Attitude Data From Engine Data Recorder (item 18, .PDF, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158218&FileExtension=.PDF&FileName=Airplane%20Performance%20Study%3A%20Attachment%20III%20-%20Attitude%20Data%20From%20Engine%20Data%20Recorder-Master.PDF - Airplane Performance Study: Attachment IV - Peninsula Airways Normal Takeoff Procedures (item 19, .PDF, 197 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158219&FileExtension=.PDF&FileName=Airplane%20Performance%20Study%3A%20Attachment%20IV%20-%20Peninsula%20Airways%20Normal%20Takeoff%20Procedures-Master.PDF - Airplane Performance Study: Attachment V - Cessna C-208 Climb Performance Data and Peninsula Airways Load Manifest Data (item 20, .PDF, 201 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410880&FileExtension=.PDF&FileName=Airplane%20Performance%20Study%3A%20Attachment%20V%20-%20Cessna%20C-208%20Climb%20Performance%20Data%20and%20Peninsula%20Airways%20Load%20Manifest%20Data-Redacted.PDF - Operations/Human Performance Factual Report (item 21, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158300&FileExtension=.PDF&FileName=Operations%2FHuman%20Performance%20Factual%20Report-Master.PDF - Operations Factual: List of Attachments (item 22, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158929&FileExtension=.PDF&FileName=Operations%20Factual%3A%20List%20of%20Attachments-Master.PDF - Operations Factual: Attachment 1 (item 23, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410881&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%201-Redacted.PDF - Operations Factual: Attachment 2 (item 24, .PDF, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158934&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%202-Master.PDF - Operations Factual: Attachment 3 (item 25, .PDF, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158975&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%203-Master.PDF - Operations Factual: Attachment 4 (item 26, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158976&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%204-Master.PDF - Operations Factual: Attachment 5 (item 27, .PDF, 232 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410882&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%205-Redacted.PDF - Operations Factual: Attachment 6 (item 28, .PDF, 242 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158979&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%206-Master.PDF - Operations Factual: Attachment 7 (item 29, .PDF, 246 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158980&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%207-Master.PDF - Operations Factual: Attachment 8 (item 30, .PDF, 461 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158981&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%208-Master.PDF - Operations Factual: Attachment 9 (item 31, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410883&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%209-Redacted.PDF - Operations Factual: Attachment 10 (item 32, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158983&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2010-Master.PDF - Operations Factual: Attachment 11 (item 33, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158984&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2011-Master.PDF - Operations Factual: Attachment 12 (item 34, .PDF, 693 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158985&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2012-Master.PDF - Operations Factual: Attachment 13 (item 35, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158986&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2013-Master.PDF - Operations Factual: Attachment 14 (item 36, .PDF, 205 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158988&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2014-Master.PDF - Operations Factual: Attachment 15 (item 37, .PDF, 345 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158989&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2015-Master.PDF - Operations Factual: Attachment 16 (item 38, .PDF, 135 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410884&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2016-Redacted.PDF - Operations Factual: Attachment 17 (item 39, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158992&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2017-Master.PDF - Operations Factual: Attachment 18 (item 40, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158994&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2018-Master.PDF - Operations Factual: Attachment 19 (item 41, .PDF, 156 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410885&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2019-Redacted.PDF - Operations Factual: Attachment 20 (item 42, .PDF, 255 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158996&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2020-Master.PDF - Operations Factual: Attachment 21 (item 43, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158997&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Attachment%2021-Master.PDF - Operations Factual: Addendum 1 (item 44, .PDF, 401 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410886&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Addendum%201-Redacted.PDF - Operations Factual: Addendum 2 (item 45, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410887&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Addendum%202-Redacted.PDF - Operations Factual: Addendum 3 (item 46, .PDF, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158303&FileExtension=.PDF&FileName=Operations%20Factual%3A%20Addendum%203-Master.PDF - Erratum 1 to the Operations/Human Performance Group Chairman's Factual Report (item 47, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164091&FileExtension=.PDF&FileName=Erratum%201%20to%20the%20Operations%2FHuman%20Performance%20Group%20Chairman%27s%20Factual%20Report-Master.PDF - Operations Addendum 4 (item 48, .PDF, 10 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40197234&FileExtension=.PDF&FileName=Operations%20%20Addendum%204-Master.PDF - Meteorology 5 - Factual Report (item 49, .PDF, 219 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40158839&FileExtension=.PDF&FileName=Meteorology%205%20-%20Factual%20Report-Master.PDF - Meteorology 5 - Attachment 1 (item 50, .PDF, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159213&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201-Master.PDF - Meteorology 5 - Attachment 2 (item 51, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159214&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%202-Master.PDF - Meteorology 5 - Attachment 3 (item 52, .PDF, 413 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159215&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%203-Master.PDF - Meteorology 5 - Attachment 4 (item 53, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159216&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%204-Master.PDF - Meteorology 5 - Attachment 5 (item 54, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159217&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%205-Master.PDF - Meteorology 5 - Attachment 6 (item 55, .PDF, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159218&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%206-Master.PDF - Meteorology 5 - Attachment 7 (item 56, .PDF, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159240&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%207-Master.PDF - Survival Factors 6 - Factual Report of Group Chairman (item 57, .PDF, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159473&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - Survival Factors 6 - Attachment 1 (item 58, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159196&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%201-Master.PDF - Survival Factors 6 - Attachment 2 (item 59, .PDF, 5.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159197&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%202-Master.PDF - Survival Factors 6 - Attachment 3 (item 60, .PDF, 109 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159198&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%203-Master.PDF - Survival Factors 6 - Attachment 4 (item 61, .PDF, 205 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410888&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%204-Redacted.PDF - Survival Factors 6 - Attachment 5 (item 62, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410889&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%205-Redacted.PDF - Survival Factors 6 - Attachment 6 (item 63, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159201&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%206-Master.PDF - Survival Factors 6 - Attachment 7 (item 64, .PDF, 610 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159202&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%207-Master.PDF - Survival Factors 6 - Attachment 8 (item 65, .PDF, 133 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159203&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%208-Master.PDF - Survival Factors 6 - Attachment 9 (item 66, .PDF, 135 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40410890&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%209-Redacted.PDF - Survival Factors 6 - Attachment 10 (item 67, .PDF, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159205&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%2010-Master.PDF - Survival Factors 6 - Attachment 11 (item 68, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159291&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%2011-Master.PDF - Survival Factors 6 - Attachment 12 (item 69, .PDF, 392 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159278&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%2012-Redacted.PDF - Survival Factors 6 - Attachment 13 (item 70, .PDF, 343 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40159320&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Attachment%2013-Redacted.PDF - Survival Factors 6 - Addendum (item 71, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164081&FileExtension=.PDF&FileName=Survival%20Factors%206%20-%20Addendum-Master.PDF - Correspondence: Chief Scientific and Technical Advisor for Flight Environmental Icing (item 72, .PDF, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40164010&FileExtension=.PDF&FileName=Correspondence%3A%20%20Chief%20Scientific%20and%20Technical%20Advisor%20for%20Flight%20Environmental%20Icing-Master.PDF - Airworthiness Group Chairman's Report - Appendix 1 (item 73, .PDF, 151 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40167191&FileExtension=.PDF&FileName=Airworthiness%20Group%20Chairman%27s%20Report%20-%20Appendix%201-Master.PDF - Alaska State Police - Photo 1 - View of left wing. Picture taken approximately 1 hour after accident. (Photograph provided by the Alaska State Police) (item 74, .PDF, 320 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40177796&FileExtension=.PDF&FileName=Alaska%20State%20Police%20-%20Photo%201%20-%20View%20of%20left%20wing.%20Picture%20taken%20approximately%201%20hour%20after%20accident.%20(Photograph%20provided%20by%20the%20Alaska%20State%20Police)-Master.PDF - Alaska State Police - Photo 2. View of left wing. Picture taken approximately 1 hour after accident. (Photograph provided by the Alaska State Police) (item 75, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40170999&FileExtension=.PDF&FileName=Alaska%20State%20Police%20-%20Photo%202.%20View%20of%20left%20wing.%20Picture%20taken%20approximately%201%20hour%20after%20accident.%20(Photograph%20provided%20by%20the%20Alaska%20State%20Police)-Master.PDF - Alaska State Police - Photo 3. View of left wing tip. Picture taken approximately 1 hour after accident. (Photograph provided by the Alaska State Police) (item 76, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40171000&FileExtension=.PDF&FileName=Alaska%20State%20Police%20-%20Photo%203.%20View%20of%20left%20wing%20tip.%20Picture%20taken%20approximately%201%20hour%20after%20accident.%20(Photograph%20provided%20by%20the%20Alaska%20State%20Police)-Master.PDF - Alaska State Police - Photo 4 - View of left wing. Picture taken approximately 1 hour after accident. (Photograph provided by the Alaska State Police) (item 77, .PDF, 340 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40177797&FileExtension=.PDF&FileName=Alaska%20State%20Police%20-%20Photo%204%20-%20View%20of%20left%20wing.%20Picture%20taken%20approximately%201%20hour%20after%20accident.%20(Photograph%20provided%20by%20the%20Alaska%20State%20Police)-Master.PDF - Alaska State Police - Photo 5. View of left wing. Picture taken approximately 1 hour after accident. (Photograph provided by the Alaska State Police) (item 78, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40171002&FileExtension=.PDF&FileName=Alaska%20State%20Police%20-%20Photo%205.%20View%20of%20left%20wing.%20Picture%20taken%20approximately%201%20hour%20after%20accident.%20(Photograph%20provided%20by%20the%20Alaska%20State%20Police)-Master.PDF - Alaska State Police - Photo 6. View of left wing. Picture taken approximately 1 hour after accident. (Photograph provided by the Alaska State Police) (item 79, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40171003&FileExtension=.PDF&FileName=Alaska%20State%20Police%20-%20Photo%206.%20View%20of%20left%20wing.%20Picture%20taken%20approximately%201%20hour%20after%20accident.%20(Photograph%20provided%20by%20the%20Alaska%20State%20Police)-Master.PDF - Alaska State Police - Photo 7. View of inboard left wing. Picture taken approximately 1 hour after accident. (Photograph provided by the Alaska State Police) (item 80, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40171004&FileExtension=.PDF&FileName=Alaska%20State%20Police%20-%20Photo%207.%20View%20of%20inboard%20left%20wing.%20Picture%20taken%20approximately%201%20hour%20after%20accident.%20(Photograph%20provided%20by%20the%20Alaska%20State%20Police)-Master.PDF - Toxicological Report (item 81, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40174675&FileExtension=.PDF&FileName=Toxicological%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.