# NTSB DCA23FA428: Airbus A350-941, N576DZ, Atlanta, GA, August 29, 2023

- Type: NTSB accident investigation
- Classification: Accident · Serious injuries · Class 3 · Field · Final report
- Date: August 29, 2023, 22:31 UTC
- Place: Atlanta, GA
- Coordinates: 34.095633, -83.834486 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=34.0956&lon=-83.8345&mi=10
- Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping)
- Defining event: [Approach: Turbulence encounter](https://openairdocs.org/ntsb-events/360)
- Highest injury: Serious injuries
- Injuries: 4 serious, 13 minor, 148 uninjured
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Major Investigations Division
- Parties: FAA, National Air Traffic Controllers Association, Delta Air Lines, BEA
- NTSB case key (mKey): 192959
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DCA23FA428
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/192959/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=192959
- Page: https://openairdocs.org/ntsb/DCA23FA428

## Probable cause

The flight crew’s unintentional encounter with rapidly developing cumulus clouds which resulted in an encounter with severe convectively induced turbulence.

## Findings

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

- [Convective weather](https://openairdocs.org/ntsb-findings/03033000): Environmental issues › Conditions/weather/phenomena · Effect on personnel (probable cause); cases with it: [Airbus A350-941, 1 case](https://openairdocs.org/ntsb-findings/03033000/cases.md?model=3940315), [All aircraft, 17 cases](https://openairdocs.org/ntsb-findings/03033000/cases.md)

## Sequence of events

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

- [Approach: Turbulence encounter](https://openairdocs.org/ntsb-events/360) (defining event); cases with it: [Airbus A350-941, 2 cases](https://openairdocs.org/ntsb-events/360/sequence.md?model=3940315), [All aircraft, 423 cases](https://openairdocs.org/ntsb-events/360/sequence.md)

## Analysis

Two passengers and two flight attendants received serious injuries aboard Delta Air Lines flight 175 when it encountered turbulence during descent into Hartsfield-Jackson Atlanta International Airport (ATL), Atlanta, Georgia. The flight was an international scheduled passenger flight operated as a Title 14 Code of Federal Regulation Part 121 from Milan Malpensa Airport (MXP), Ferno, Italy to ATL. The flight crew’s performance leading up to the turbulence encounter was consistent with standard practices. The investigation evaluated the potential for crew awareness of the rapidly building cell where the flight encountered severe turbulence. The flight crew was aware and monitoring the general convective weather in the area and showed intention to deviate around other potential convective cells. However, the rapid development of cloud buildup that caused this turbulence event and the lack of precipitation associated with it, meant that the risk of turbulence was not apparent on aircraft weather radar nor on air traffic control scopes. In anticipation of another convective cell a few minutes further down their route, the crew took steps to advise the flight attendants to secure the cabin early and the seat belt sign was illuminated. Unfortunately, the timing of the unexpected turbulence meant that cabin crew were not seated during the event, resulting in multiple injuries. The investigation evaluated whether existing technology would have been sufficient to give the crew advance warning of the rapidly building cell. The Graphic Turbulence Guidance Nowcast (GTGN) or “Turbulence Nowcast” provides a computer-generated four-dimensional forecast related to the expected intensity of atmospheric turbulence in convection provided in eddy dissipation rate (EDR) as based on estimated vertical wind velocity or aircraft vertical acceleration to provide aircraft specific turbulence intensity values. While the accident aircraft did not have this capability, a Southwest Airlines flight immediately behind the accident flight on the route had in-situ capability and reported severe turbulence in the location where the turbulence event occurred. The GTGN can provide nowcasts corresponding to observed severity in near real time and could have alerted the flight crew earlier to secure the cabin.

## Factual narrative

Atlanta (ZTL) Air Route Traffic Control Center (ARTCC) was a level 12 enroute air traffic control facility located in Hampton, GA, and part of the FAA’s eastern service area. The Logen Radar (R49) sector was the involved sector which is an inbound sector for Atlanta Terminal area arrivals from the northeast and is responsible for final spacing of aircraft to Atlanta Terminal Radar Approach Control (A80 TRACON). The following timeline was constructed from certified audio recordings and automatic dependent surveillance – broadcast (ADS-B) data were provided by the FAA. Times are in EDT and altitudes below 18,000 feet are in feet above mean sea level (msl), and altitudes of 18,000 feet or greater are in flight levels (FL). ADS-B data indicated that DAL175 departed MXP over nine hours earlier and flew without incident before checking in with ZTL ARTCC. The following documents only the portion of the flight when DAL175 was in communication with ZTL ARTCC and A80 TRACON. 1820:13 - The crew of DAL175 first contacted ZTL ARTCC and was instructed by the R49 controller to maintain FL 220. The crew acknowledged with a correct readback. 1826:19 - The crew of DAL175 queried the R49 controller regarding a CPDLC instruction. The R49 controller instructed the crew to disregard, maintain 310 knots or better, descend and cross OZZZI9 at 14,000 feet, and provided the altimeter of 29.82. The crew acknowledged with a correct readback. 1827:06 - The crew of DAL175 requested to deviate left around weather. The controller requested they maintain “pointed at” OZZZI, and that they could expect vectors from A80 TRACON. The crew acknowledged. 1829:54 - The crew of SWA4825 [a few miles in-trail of DAL175] asked how the rides were and the R49 controller advised he had received no complaints and that they could expect more information from approach when they were closer. The pilot mentioned they were looking at the “towering [indiscernible]” in front of them and they may have to slow down. 1830:15 - The R49 controller queried DAL175 about how their ride was through 17,000 feet. The crew said it was good but about to get worse and that there was a cloud up ahead. The R49 controller instructed the crew to contact approach. 1831:26 - The crew of DAL175 checked in with the A80 TRACON RA controller and reported out of 15,000 feet for 14,000 feet. The RA controller instructed DAL175 to descend and maintain 12,000 feet. The crew acknowledged with a correct readback. 1832:13 - The crew of SWA4825 checked in with the A80 TRACON RA controller and advised they were slowing to 280 knots for weather and that they were getting ready to enter clouds. 1832:33 - The crew of DAL175 advised the radar controller that they had just “hit a pretty good bump” over OZZZI and that they would not want to go through that again. The controller asked the severity of turbulence and the crew reported “it was pretty much severe.” 1833:01 - The RA controller immediately reached out to SWA4825 and advised themof the severe turbulence report from DAL175 and the crew of SWA4825 advised they had only experienced light to moderate through the same area. The remainder of the flight for DAL175 was uneventful, and the remainder of communications were routine landing information and the exchange of emergency information. There was minor damage to the interior of the aircraft as a result of the event. The FDR recording was delivered electronically to the Vehicle Recorder Division in compressed .fdr format. The decompressed file contained approximately 87 hours of data. The event flight was the last flight of the recording, and its duration was approximately 9 hours and 50 minutes. The parameters evaluated for the purpose of this report appeared to be in accordance with federal FDR carriage requirements. This model CVR, the L3 FA2100-1227, records a minimum of 120 minutes of digital audio stored on solid state memory modules. Four channels are recorded: one channel for each flight crew, one channel for a cockpit observer, and one channel for the cockpit area microphone (CAM). Upon arrival at the laboratory, it was evident that the CVR had not sustained any heat or structural damage and the audio information was extracted from the recorder normally, without difficulty. The flight departed MXP about 1300 UTC. The aircraft climbed to cruise altitude and the cruise portion of the flight lasted approximately 9 hours. Autopilot was engaged shortly after departure and remained on until the final approach. The crew reported that several minutes prior to the top of descent, the seat belt sign was illuminated. The flight was cleared for the OZZZI One arrival approaching Atlanta from the northeast. At 21:59, the crew briefed the arrival and the ATL ILS Runway 8L approach. At 22:22, the crew discussed the cloud fronts in the vicinity and mentioned that they may need a weather deviation at some point in their descent. At 22:26, Atlanta Center instructed them to cross waypoint OZZZI at 14,000 feet and 310 knots or higher, which the crew confirmed. The crew then requested a deviation west of course at around waypoint KILRR. The controller directed them to continue heading to OZZZI and advised that the next sector controller could handle their request. The flight crew accepted this instruction noting only a small white cloud near OZZZI. The flight crew stated there were no PIREPs from preceding aircraft, no nearby weather radar returns, nor any significant turbulence indications on their Flight Weather Viewer application. At 22:28, the relief pilot contacted the flight attendants to inform them that they may encounter turbulence in about 5 minutes and suggested they complete their duties within that time. At 22:30, the controller requested a ride report passing through 17,000 ft prior to handing the flight off to Atlanta Approach. They reported “…its good right now but it’s about to get worse. There’s a cloud right up here.” The crew then completed the approach brief anddescent checklist. During the descent, at about 2231:15 UTC, as the aircraft passed through a pressure altitude of about 15,100 ft and computed airspeed of 312 kts, the aircraft experienced a period of severe turbulence. The cockpit voice recorder (CVR) recorded a sudden sound of the flight deck being jostled for about 3 seconds with an audible reaction from the crew. In less than one second, the aircraft experienced vertical accelerations ranging from +1.69g to -0.97g and recorded vertical speeds from +3,000 fpm to -10,600 fpm. Immediately afterward one crew member checked in with the Atlanta Approach controller, while the other directed the jump seater to check in with the cabin crew to see how everyone was doing. The flight crew continued with entering their new assigned altitude of 12,000 feet. The initial report from the cabin crew was that one person was injured during the turbulence and that the crew was tending to them. The crew continued to coordinate with air traffic control (ATC) controller and then advised them that they “hit a pretty good bump over OZZZI”. The controller asked them what the degree of turbulence was, and they responded “severe.” The jump seater continued to coordinate with other members of the cabin crew, and at 22:32:55 informed the flight crew that they needed to declare an emergency due to an injured passenger needing assistance on arrival at Atlanta. At 22:33:29, the crew declared a medical emergency to Atlanta Approach, reporting one person injured needing paramedics at the gate upon arrival. They also sent a message to dispatch informing the company of the emergency. The crew continued the approach, coordinating with ATC and completing standard checklists. At 22:38:40, the captain thanked the jump seater for coordinating with the cabin crew and said that there was nothing showing on the radar at the time of the turbulence. The flight landed at 22:48. During the taxi the crew received an update from the cabin crew informing them of the number of injured passengers and their locations. Paramedics met the aircraft at the gate and transported injured passengers to the hospital. Of the passengers onboard, there were 5 minor injuries and 2 serious injuries. Of the 11 flight attendants on board, there were 8 minor injuries and 2 serious injuries. The 4 serious injuries involved combinations of rib fractures and spinal compression fractures. A stationary front on the western boundary of the area extending from Mississippi northeastward into Alabama, Tennessee, Kentucky, into West Virginia and Hurricane Idalia helped funnel a warm-moist airmass across the southeast and eastern U.S. that supported cumulus and cumulonimbus cloud development, which was the catalyst for the turbulence encounter. The 12-hour Surface Prognostic Chart valid for the period depicted an extensive area of precipitation and thunderstorms across the area, with a 60-70% probability of precipitation over the area. The NWS SPC’s Convective Outlookidentified general thunderstorms over the region. The NWS Regional Composite Radar Mosaic for 1830 EST depicted numerous echoes associated with heavy to extreme precipitation over South Carolina, central Georgia, and into Alabama, with no well-defined echo over the turbulence location. The image also depicts some of the echoes the flight had deviated around in South Carolina as the flight descended into Georgia. An animation of the NWS KFFC WSR-88D depicted the echoes rapidly developing over the area and were not identifiable until minutes prior to the turbulence encounter. A review of all the pilot reports (PIREPs) surrounding the period noted several reports of light to moderate turbulence at various altitudes, predominately over southern Georgia, with two PIREPs noting thunderstorms. There were no urgent or severe reports prior to the accident flight. The NWS AWC plot of METARs and the regional radar display at 1835 EDT with the actual and reported turbulence event differed by about 30 miles. The HRRR sounding for 1800 EDT depicted a moist and unstable atmosphere supporting convection with tops near 42,000 ft. The maximum vertical velocity (MVV) of the potential updrafts were estimated at 60 m/s or near 11,800 fpm and an indication of the rapid growth potential to the echoes. The GOES-16 infrared and imagery depicted the accident site immediately north of an area of enhanced clouds associated with developing convection. The radiative cloud top temperature at 1831 EDT over the turbulence location corresponded to cloud tops neat 21,000 ft. The visible imagery identified the clouds over the location as cumulus congestus type clouds associated with developing cumulonimbus type clouds. The imagery also showed significant convection with tops near 44,000 ft about 50 miles south of the flight path. The NWS KFFC WSR-88D composite and base reflectivity radar imagery depicted several well-defined extreme intensity echoes west and east of ATL, with several smaller areas of moderate to heavy echoes rapidly developing as the accident aircraft descended into the area. Echoes of 30 to 35 dBZ “moderate” intensity echoes are observed over the flight track at the time of the turbulence encounter. No echoes were detected until 1828 EDT or a few minutes prior to the turbulence encounter and intensified to 46 dBZ or “heavy” intensity by 1848 EDT. The cross-sectional imagery also depicted the rapid development of echoes over the flight path during the period and showed radar echoes of 18 dBZ approaching 20,000 ft prior to the turbulence encounter and echoes over 40 dBZ under the flight path by 1841 EDT. Based on the radar imagery, airborne weather radar should have depicted some precipitation echoes immediately prior to the encounter. The FAA CoSPA VIL display also failed to detect the developing echoes over the area until after the turbulence event had already occurred. The CoSPA growth and decay algorithm depicted growth over the area west of the accident sitebut did not highlight the turbulence location. The NWS had predicted the potential for thunderstorms in the vicinity of ATL after 1400 EDT in the TAF, while the AFD indicated that scattered to widespread convection was expected over the region during the afternoon and overnight period. The NWS AWC issued Convective SIGMET 17E at 1755 EDT for a large area of thunderstorms with tops to 45,000 ft immediately south of the accident location, with the area expected to move northward at 10 knots. The NCAR GTGN or “Turbulence Nowcast” rerun for the period depicted EDR values of 0.2 to 0.3 at 1830 EDT over the turbulence location with values up to 0.4 along the project flight track into ATL, with values of 0.4 to 0.5 at the event location by 1845 EDT. The Southwest Airlines flight immediately behind Delta 175, had in-situ capability and reported an EDR value of 0.42 at 1833:20 EDT at 14,070 ft at the location where the turbulence event occurred. The ICAO turbulence reference puts the EDR values between 0.20 to 0.45 as moderate and values that exceed 0.45 as severe for a medium weight class aircraft. While EDR values of 0.42, or moderate intensity, were reported in the vicinity immediately after the encounter, the Flight Data Recorder (FDR) vertical acceleration data as well as the passenger and cabin attendants’ reaction inside the airplane suggests turbulence was actually in the severe to extreme intensity range. Figure 1. National Weather Service KFFC WSR-88D Composite Reflectivity image for 2234Z with accident flight track overlaid in magenta. Aircraft position at the time the image was created is indicated by the aircraft symbol (bottom left). All injured parties were either not seated or did not have their seatbelt buckled at the time of the turbulence. Injuries were sustained from impacting the ceiling or overhead panel and falling back to the floor or seat during the turbulence event.

## Aircraft

- Registration: [N576DZ](https://openairdocs.org/aircraft/N576DZ), registered now, S/N 0313 (OpenAirDocs)
- Reported make and model: AIRBUS SAS A350-941
- Registry model: [Airbus A350-941](https://openairdocs.org/model/airbus-a350-941) (registry code 3940315) (OpenAirDocs)
- Category: Airplane
- Serial number: 0313
- Year built: 2019
- Airframe hours: 6551
- Engines: Rolls Royce XWB-84 84000 lbs thrust turbo fan; Rolls Royce XWB-84 84000 lbs thrust turbo fan
- Damage: Minor damage
- Flight: Part 121
- Operator: Delta Air Lines
- Registered owner: Bank of Utah Trustee
- Airworthiness certificate: Standard, Transport
- Last inspection: Continuous airworthiness, August 29, 2023
- Departed: MXP, Milan, OF
- Destination: ATL, Atlanta, GA
- Flight plan: IFR
- Equipment: ADS-B, Angle of attack indicator, Auto-pilot, Data recorder, Electronic flight bag or handheld device, Electronic multifunction display, Electronic primary flight display, Onboard weather, Satellite tracking device, Stall warning system

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 64; injuries: none; flight engineer, airline transport, flight instructor, commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, unknown; last flight review June 6, 2023; seat: left; flight hours: 14,958 total, 1,967 in this make and model, 159 in the last 90 days, 0 in the last 24 hours
- Co-pilot; age 58; injuries: none; flight engineer, private, airline transport; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, unknown; last flight review July 10, 2023; seat: right; flight hours: 8,058 total, 1,332 in this make and model, 152 in the last 90 days
- Other flight crew; injuries: none; commercial, airline transport; seat: center; restraint: none
- Cabin crew; injuries: serious; seat: left; restraint: none
- Cabin crew; injuries: serious; restraint: none
- Cabin crew; injuries: minor; seat: right; restraint: none
- Cabin crew; injuries: none; seat: left; restraint: none
- Cabin crew; injuries: minor; seat: left
- Cabin crew; injuries: minor; seat: left
- Cabin crew; injuries: minor; seat: left
- Cabin crew; injuries: minor; seat: right
- Cabin crew; injuries: minor; seat: left
- Cabin crew; injuries: minor; seat: right
- Cabin crew; injuries: minor; seat: right

## Weather

- Conditions: Visual (VMC), Day
- Wind: 160° at 5 knots
- Visibility: 10 statute miles
- Lowest ceiling: 11,000 ft broken
- Temperature: 82 °F, dew point 70 °F
- Altimeter: 29.83 inHg
- Observed at: KATL, 40 nm away

## Docket (20 files)

The files NTSB released with the investigation on December 13, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=192959. 2.5 GB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 4.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18069222&FileExtension=pdf&FileName=6120_Signed_Updated1_Redacted-Rel.pdf
- Flight crew statements (item 2, PDF, 6 pages, 165 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18073951&FileExtension=pdf&FileName=CrewStatements_Redacted-Rel.pdf
- Flight crew statements - prior aircraft to transit area (item 3, PDF, 3 pages, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18075150&FileExtension=pdf&FileName=PreviousCrewStatements_Redacted-Rel.pdf
- Statement of party representatives to NTSB investigation (item 4, PDF, 3 pages, 4.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18074337&FileExtension=pdf&FileName=PartyForms_Redacted-Rel.pdf
- Injury information (item 5, PDF, 2 pages, 241 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18080778&FileExtension=pdf&FileName=Degree%20of%20Injury_Redacted-Rel.pdf
- Meteorology factual report REV1 (item 6, PDF, 40 pages, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18063611&FileExtension=pdf&FileName=DCA23FA428%20-%20Atlanta,%20GA%20Meterology%20Rev1-Rel.pdf
- Meteorology attachment 1-delta airlines turbulence review (item 7, PDF, 30 pages, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18098633&FileExtension=pdf&FileName=ATT%201%20with%20cover%20sheet-Rel.pdf
- Meteorology attachment 2-ncar graphic turbulence nowcast (gtgn) review (item 8, PDF, 10 pages, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18098857&FileExtension=pdf&FileName=ATT%202%20with%20cover%20sheet-Rel.pdf
- Flight data recorder specialist's factual report (item 9, PDF, 22 pages, 5.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18099600&FileExtension=pdf&FileName=FDR%20Specialist%27s%20Factual%20Report-FINALPostTechReview-Rel.pdf
- Flight data recorder specialist's factual report - attachment 1 (item 10, CSV, 1.7 GB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16598119&FileExtension=csv&FileName=Flight%20Data%20Recorder%20Specialist%27s%20Factual%20Report%20-%20Attachment%201-Rel.csv
- ATC - group chair's factual report (item 11, PDF, 18 pages, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18098607&FileExtension=pdf&FileName=1%20-%20ATC%20-%20Group%20Chair%27s%20Factual%20Report-Rel.pdf
- ATC - attachment 1 - ztl ARTCC control room (item 12, PDF, 13 pages, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18097784&FileExtension=pdf&FileName=2%20-%20ATC%20-%20Attachment%201%20-%20ZTL%20ARTCC%20Control%20Room-Rel.pdf
- ATC - attachment 2 - ztl ARTCC eram playback (item 13, PDF, 6 pages, 5 photos, 720 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17745109&FileExtension=pdf&FileName=3%20-%20ATC%20-%20Attachment%202%20-%20ZTL%20ARTCC%20ERAM%20Playback-Rel.pdf
- ATC - attachment 3 - interview transcripts 1 (item 14, PDF, 264 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18098300&FileExtension=pdf&FileName=4%20-%20ATC%20Attachement%203%20-%20Interview%20Transcripts_Redacted-Rel.pdf
- ATC - attachment 4 - ATC audio partial transcript (item 15, PDF, 4 pages, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17745397&FileExtension=pdf&FileName=5%20-%20ATC%20-%20Attachment%204%20-%20ATC%20Audio%20Partial%20Transcript-Rel.pdf
- ATC - attachment 5 - ADS-B data (item 16, XLSX, 14.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17745285&FileExtension=xlsx&FileName=6%20-%20ATC%20-%20Attachment%205%20-%20ADS-B%20Data-Rel.xlsx
- ATC - attachment 6 - ztl ARTCC logs and records (item 17, PDF, 18 pages, 648 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18097974&FileExtension=pdf&FileName=7%20-%20ATC%20-%20Attachemnt%206%20-%20ZTL%20ARTCC%20Logs%20and%20Records-Rel.pdf
- ATC - attachment 7 - ztl ARTCC procedural documentation (item 18, PDF, 418 pages, 17.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18097108&FileExtension=pdf&FileName=8%20-%20ATC%20-%20Attachment%207%20-%20ZTL%20ARTCC%20Procedural%20Documentation%20-%20Redacted-Rel.pdf
- ATC - attachment 8 - ztl ARTCC controller training documentation (item 19, PDF, 405 pages, 691 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18097527&FileExtension=pdf&FileName=9%20-%20ATC%20-%20Attachment%208%20-%20ZTL%20ARTCC%20Controller%20Training%20Documentation%20Redacted-Rel.pdf
- Cockpit voice recorder specialist's factual report (item 20, PDF, 7 pages, 150 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18099610&FileExtension=pdf&FileName=CVR%20Factual%20Report-FINAL-Rel.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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