# NTSB DCA98MA002: Cessna 208B, N12022, Montrose, CO, October 8, 1997

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Major investigation · Final report
- Date: October 8, 1997, 07:23 local (13:23 UTC)
- Place: Montrose, CO
- Coordinates: 38.48936, -107.869743 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=38.4894&lon=-107.8697&mi=10
- Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping)
- Highest injury: Fatal
- Injuries: 9 fatal
- Status: Completed, report June 29, 1999
- Report: Approved by Office Director
- NTSB office: Major Investigations Division
- Safety recommendations: Yes
- NTSB case key (mKey): 11044
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DCA98MA002
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/11044/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=11044
- Page: https://openairdocs.org/ntsb/DCA98MA002

## Probable cause

the pilot's failure to maintain sufficient airspeed for undetermined reasons while maneuvering the airplane near the maximum gross weight and aft cg in or near instrument meteorological conditions, resulting in the loss of control and entry into a stall/spin.  Factors contributing to the accident were the pilot's improper in-flight planning and decision-making and his failure to use proper stall/spin recovery techniques.

## Sequence of events

In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf).

- In flight encounter with weather, climb
  - in-flight planning/decision - improper, pilot in command (cause)
  - weather condition - clouds (contributing factor)
  - terrain condition - high terrain (contributing factor)
  - weather condition - low ceiling (contributing factor)
  - vfr flight into imc - inadvertent, pilot in command (contributing factor)
  - lack of recent instrument time, pilot in command (contributing factor)
- Loss of control - in flight, climb
  - maneuver - initiated, pilot in command (cause)
  - physical impairment(anoxia/hypoxia), pilot in command
  - airspeed - not maintained, pilot in command (cause)
  - stall/spin - inadvertent, pilot in command (cause)
  - remedial action - inadequate, pilot in command (cause)
- In flight collision with terrain/water, descent - uncontrolled
  - terrain condition - mountainous/hilly (contributing factor)

## Analysis

The airplane departed under visual flight rules (VFR) for a flight over mountainous terrain.  It was tracked by radar from the departure area to the accident site.  While climbing at the normal rate of climb to 15,400 feet, the airplane abruptly disappeared from radar.  The wreckage was located among pine trees and exhibited evidence of a steep flightpath angle and damage consistent with a stall/spin event.  Investigation revealed no indication of airframe or flight control anomalies, and the powerplant and propeller damage was consistent with engine operation at moderate to high power.  Evidence indicated that the airplane was free of airframe ice at impact.  Postaccident calculations indicate that the airplane was near the maximum certificated gross weight and aft center of gravity limit.  The pilot did not maintain instrument flying currency and reportedly avoided instrument meteorological conditions (IMC). Evidence indicated that the pilot did not use oxygen, as required (when flying above 12,000 feet).  Ground observations and satellite and Doppler radar imagery indicated widespread cloudiness over the mountains west of Montrose on the day of the accident.  Satellite data showed variable cloud tops higher than the airplane's flight altitude in the vicinity of the accident.  The radar plot of the aircraft during the climb above 10,000 feet indicated course changes from the southwest to the northwest, back to the southwest and then a sharp turn to the right just prior to the rapid descent.

## Factual narrative

HISTORY OF FLIGHT

On October 8, 1997, at 0723 mountain daylight time, N12022, a Cessna 208B, departed controlled flight and collided with terrain at the 9,900 foot level on the Uncompahgre Plateau, about 18 nautical miles (nm) southwest of Montrose, Colorado.  The pilot and all eight passengers were killed.  The flight was an on-demand air charter operated by the Department of the Interior (DOI) under 14 CFR Part 135.  The flight was chartered to transport eight employees of the Bureau of Reclamation from Montrose, Colorado, to Page, Arizona. The registered owner of the airplane was Scenic Airlines Inc., of North Las Vegas, Nevada.

The pilot operated the first leg of the roundtrip charter flight from Page, Arizona, to Montrose, Colorado, on October 6, 1997.  The flight was uneventful, and the pilot departed the airport about 1800 for a local motel.  The return flight was scheduled to depart Montrose  at 1700 on October 7.  The pilot called the Scenic Airlines scheduler about 1200 and stated his concern about the passage of a cold front and the presence of less-than-VFR weather along the route of flight.  He called back about 1500 and, after discussion, delayed the return trip until 0700 the following day, October 8.  The pilot returned to the motel for a second night.   On the morning of the accident flight, the pilot and passengers were at the airport about 0630.

Visual meteorological conditions prevailed upon takeoff.  The flight departed from runway 17 of Montrose Regional Airport (elevation 5,759 feet msl) on a company visual flight rules (VFR) flight plan about 0705.

About 0710, a Federal Aviation Administration (FAA) radar National Track Analysis Program (NTAP) database target squawking VFR transponder code 1200 was recorded on a track from the Montrose area to the accident site.  During the climb from 10,000 feet, the target airplane's course changed from southwest to northwest, back to southwest, and then made a sharp turn to the right.  Climb performance was similar to data provided in the Pilot's Operating Handbook.  The recorded radar information indicated that the target airplane climbed to a peak altitude of 15,400 msl then disappeared from radar.  No emergency locator transmitter (ELT) signal was received.  The airplane was reported overdue and a ground search party located the airplane wreckage about 50 hours later in the vicinity of the last recorded radar position. The wreckage was situated among 60-foot-high pine trees with evidence of a steep flight path angle (about -65 degrees), an approximate flat pitch attitude, and little indication of forward speed.  There was a fuel spill in the surrounding area but no evidence of fire, either postcrash or in flight.  All of the airplane occupants were located within the airplane fuselage.

The accident occurred during daylight hours at 38 degrees, 19 minutes, 23.8 seconds North latitude, and 108 degrees, 12 minutes, 43.6 seconds West longitude.

DAMAGE TO THE AIRCRAFT

Impact forces destroyed the airplane.  The estimated value of the airplane was about $1.2 million.

OTHER DAMAGE

The crash site was unimproved range land.  Although the immediate area received some ecological damage from spilled aviation fuel, overall damage was minimal.

PERSONNEL INFORMATION

The male pilot, age 63, possessed an FAA Airline Transport Pilot certificate issued in 1994.  Ratings and limitations were: Airplane Multiengine Land, Commercial Privileges, Airplane Single-Engine Land.  No type ratings were listed.  His FAA First Class Medical Certificate, dated December 30, 1996, contained the limitation "must have available glasses for near vision."

The pilot was qualified to fly the Cessna 208B on May 9, 1995.  Prior to that qualification,  he was assigned as a second-in-command pilot on Scenic Airlines de Havilland Twin Otter airplanes.  The pilot's most recent Part 135 proficiency check was administered April 18-22, 1997, in a Cessna 207.  The handwritten statement "instrument competency demonstrated" appeared on FAA Form 8410-3, "Airman Competency/Proficiency Check." His most recent Part 135 line check was administered in a Cessna 208B on May 30, 1997.

The pilot's primary employment was to fly sightseeing trips in and around the Grand Canyon area of Arizona, Utah, and Nevada.  Scenic Airlines records indicate the pilot had logged 12,900 hours of total flying time.  Examination of the pilot's personal logbooks showed a total of 19.7 hours of flight in actual instrument conditions.  This instrument experience was accumulated between 1987 and 1994. The pilot was not qualified to serve as a pilot in command of a 14 CFR 135 operation under instrument flight rules (IFR). He did not maintain instrument flying currency under 14 CFR 61.57, "Recent flight experience: Pilot in command."  Colleagues described the pilot as one who had no intention of entering instrument meteorological conditions (IMC) at any time.

AIRCRAFT INFORMATION

The Cessna 208B, serial number 208B0432, was registered as N12022 to Scenic Airlines on August 17, 1995.  The airplane was configured with nine passenger seats in addition to the pilot and copilot seats.  On the accident flight, the copilot seat and the passenger seat immediately behind the pilot were not occupied.

Before the accident flight, the airplane total time and cycles were 2,598.5 hours/3,680 cycles. The airplane was equipped with a Pratt and Whitney PT6A-114A turbopropeller engine rated at 675 horsepower and a McCauley 3GFR34C703, three-bladed, constant-speed, full-feathering propeller. The engine, serial number 19315, and the propeller assembly had the same time and cycle history as the airframe.  The airplane complied with all applicable airworthiness inspections and FAA airworthiness directives.  There were no unresolved or recent, pertinent maintenance discrepancies.

The maximum certificated gross weight of the Cessna 208B is 8,750 pounds.  The estimated takeoff weight of the accident flight was 8,874.5 pounds.  The estimated ramp fuel load prior to the accident flight was 1,566 pounds of Jet A-1 fuel.  Airplane operating manual climb charts indicate fuel required to climb to 15,400 feet is about 65 pounds.  The certificated aft center of gravity (cg) limit is 204.35 inches aft of the datum.  The estimated takeoff cg was 203.84 inches, within an area characterized by a Note in the operating manual which states, "...area should be used only if an accurate cg determination has been obtained for that loading."

The airplane was equipped with a supplemental oxygen system.  The oxygen bottle contents were under pressure and discharged during the investigation.  Postcrash inspection revealed one breathing  mask in the airplane stowed near the right, front passenger entry door.

METEOROLOGICAL INFORMATION

Scenic Airlines flight-following personnel reported that the pilot communicated with them via telephone in the morning hours before the accident flight regarding the weather.  They did not note or recall the specific details of that conversation.  FAA records do not indicate that the pilot of N12022 received a weather briefing from an FAA facility on the morning of the accident flight.

The Surface Analysis chart prepared by the National Weather Service for 0600 October 8 showed a cold front extending through eastern Colorado, curving southwestward through southeastern New Mexico, and extending into northern Mexico. The chart also indicated a weak center of high pressure located over north central Arizona.

The Aviation Area Forecast for the Rocky Mountain Area, issued by the Aviation Weather Center at Kansas City, Missouri, and valid for Colorado during the accident period, indicated:

Mountains and west...scattered-broken 9,000 feet broken 11,000 feet top flight level 24,000 feet with occasional visibility 3-5 miles mist and widely scattered light rain showers.  1200  scattered 12,000 feet.  Outlook... visual flig

## Aircraft

- Registration: [N12022](https://openairdocs.org/deregistered/N12022-2001-10-04), registration cancelled 2001-10-04, S/N 208B0432, built 1995 (OpenAirDocs)
- Reported make and model: Cessna 208B
- Registry model: [Cessna 208B](https://openairdocs.org/model/cessna-208b) (registry code 2073701) (OpenAirDocs)
- Registry engine: [Pratt & Whitney PT6A series](https://openairdocs.org/engine/pratt-whitney-pt6a-series) (registry code 52032, turbo-prop) (OpenAirDocs)
- Category: Airplane
- Serial number: 208B0432
- Airframe hours: 2599
- Engines: P&W PT6A-114A 675 horsepower turbo prop
- Damage: Destroyed
- Flight: Part 135
- Operator: Scenic Airlines Inc
- Registered owner: Scenic Airlines, Inc.
- Airworthiness certificate: Standard, Normal
- Last inspection: Continuous airworthiness, September 23, 1997, 28 hours before
- Departed: KMTJ, MONTROSE, CO
- Destination: KPGA, PAGE, AZ
- Flight plan: Company VFR
- Airport: KMTJ, Montrose Regional, runway 17, 10,000 × 150 ft, asphalt

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 63; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review May 30, 1997; seat: left; toxicology performed; flight hours: 12,900 total, 1,546 in this make and model, 11,300 as pilot in command

## Weather

- Conditions: Instrument (IMC), Day
- Wind: 190° at 9 knots
- Visibility: 10 statute miles
- Lowest ceiling: 9,500 ft overcast
- Temperature: 45 °F
- Altimeter: 29.00 inHg
- Observed at: MTJ, 18 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 19971008045849A](https://openairdocs.org/incident/19971008045849A), Oct 8, 1997: Cessna 208B, Montrose, CO, Destroyed, 9 fatal. (.4)The airplane departed under visual flight rules (VFR) for a flight over mountainous terrain. It was tracked by radar from the departure area to the…

## Docket (87 files)

The files NTSB released with the investigation on August 10, 1998, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=11044. 23.1 MB in all.

- Operations 2 - Group Chairman Factual Report (item 1, .PDF, 483 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397654&FileExtension=.PDF&FileName=Operations%202%20-%20Group%20Chairman%20Factual%20Report-Redacted.PDF
- Operations 2 - Attachment 1 - Weight and Balance Diagrams (item 2, .PDF, 226 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077682&FileExtension=.PDF&FileName=Operations%202%20-%20Attachment%201%20-%20Weight%20and%20Balance%20Diagrams-Master.PDF
- Operations 2 - Attachment 2 - Type Certificate Data Sheet Excerpts (item 3, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077683&FileExtension=.PDF&FileName=Operations%202%20-%20Attachment%202%20-%20Type%20Certificate%20Data%20Sheet%20Excerpts-Master.PDF
- Operations 2 - Attachment 3 - Interview Summaries (item 4, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397656&FileExtension=.PDF&FileName=Operations%202%20-%20Attachment%203%20-%20Interview%20Summaries-Redacted.PDF
- Operations 2 - Attachment 4 - Reference Documents (item 5, .PDF, 498 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397657&FileExtension=.PDF&FileName=Operations%202%20-%20Attachment%204%20-%20Reference%20Documents-Redacted.PDF
- Operations 2 - ATC Supplement to Operations Group Chairman's Report (item 6, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397658&FileExtension=.PDF&FileName=Operations%202%20-%20ATC%20Supplement%20to%20Operations%20Group%20Chairman%27s%20Report-Redacted.PDF
- Operations 2 - Medical Factors Supplement to Group Chairman's Factual Report (item 7, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397659&FileExtension=.PDF&FileName=Operations%202%20-%20Medical%20Factors%20Supplement%20to%20Group%20Chairman%27s%20Factual%20Report-Redacted.PDF
- Operations 2 - Addendum to the Group Chairman's Factual Report (item 8, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397660&FileExtension=.PDF&FileName=Operations%202%20-%20Addendum%20to%20the%20Group%20Chairman%27s%20Factual%20Report-Redacted.PDF
- Operations 2 - Addendum 2 - Factual Report of Group Chairman (item 9, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397661&FileExtension=.PDF&FileName=Operations%202%20-%20Addendum%202%20-%20Factual%20Report%20of%20Group%20Chairman-Redacted.PDF
- Meteorology 5 - Group Chairman Factual Report (item 10, .PDF, 565 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397662&FileExtension=.PDF&FileName=Meteorology%205%20-%20Group%20Chairman%20Factual%20Report-Redacted.PDF
- Meteorology 5 - Attachment 1 - NCEP Surface Analysis chart (item 11, .PDF, 196 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077691&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20NCEP%20Surface%20Analysis%20chart-Master.PDF
- Meteorology 5 - Attachment 2 - Various weather data including surface weather observations and KMTJ TAF (item 12, .PDF, 352 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077692&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%202%20-%20Various%20weather%20data%20including%20surface%20weather%20observations%20and%20KMTJ%20TAF-Master.PDF
- Meteorology 5 - Attachment 3 - RAWS weather information and data (item 13, .PDF, 389 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077693&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%203%20-%20RAWS%20weather%20information%20and%20data-Master.PDF
- Meteorology 5 - Attachment 4 - Diagram (item 14, .PDF, 7 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077694&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%204%20-%20Diagram-Master.PDF
- Meteorology 5 - Attachment 4 - Skew-T Log-P plot for KGJT (item 15, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077695&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%204%20-%20Skew-T%20Log-P%20plot%20for%20KGJT-Master.PDF
- Meteorology 5 - Attachment 5 - Pilot report summaries for Colorado, New Mexico, Utah, and Arizona (item 16, .PDF, 189 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077696&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%205%20-%20Pilot%20report%20summaries%20for%20Colorado,%20New%20Mexico,%20Utah,%20and%20Arizona-Master.PDF
- Meteorology 5 - Attachment 6 - Diagram (item 17, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077697&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%206%20-%20Diagram-Master.PDF
- Meteorology 5 - Attachment 6 - KGJX four panel radar reflectivity and velocity product chart (item 18, .PDF, 8 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077698&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%206%20-%20KGJX%20four%20panel%20radar%20reflectivity%20and%20velocity%20product%20chart-Master.PDF
- Meteorology 5 - Attachment 7 - Diagram (item 19, .PDF, 6 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077699&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%207%20-%20Diagram-Master.PDF
- Meteorology 5 - Attachment 7 - KGJX four panel radar reflectivity and velocity product chart (item 20, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077700&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%207%20-%20KGJX%20four%20panel%20radar%20reflectivity%20and%20velocity%20product%20chart-Master.PDF
- Meteorology 5 - Attachment 8 - Wind Diagram (item 21, .PDF, 10 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077701&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%208%20-%20Wind%20Diagram-Master.PDF
- Meteorology 5 - Attachment 8 - KGJX VAD Wind Profiles (item 22, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077702&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%208%20-%20KGJX%20VAD%20Wind%20Profiles-Master.PDF
- Meteorology 5 - Attachment 9 - Diagram (item 23, .PDF, 10 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077703&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%209%20-%20Diagram-Master.PDF
- Meteorology 5 - Attachment 9 - KGJX Echo Tops Product (item 24, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077704&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%209%20-%20KGJX%20Echo%20Tops%20Product-Master.PDF
- Meteorology 5 - Attachment 10 - Photo Image (item 25, .PDF, 6 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077705&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2010%20-%20Photo%20Image-Master.PDF
- Meteorology 5 - Attachment 10 - GOES-8 visible staellite image (item 26, .PDF, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077706&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2010%20-%20GOES-8%20visible%20staellite%20image-Master.PDF
- Meteorology 5 - Attachment 11 - Photo image (item 27, .PDF, 6 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077707&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2011%20-%20Photo%20image-Master.PDF
- Meteorology 5 - Attachment 11 - GOES-8 infrared satellite image (item 28, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077708&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2011%20-%20GOES-8%20infrared%20satellite%20image-Master.PDF
- Meteorology 5 - Attachment 12 - Histogram (item 29, .PDF, 5 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077709&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2012%20-%20Histogram-Master.PDF
- Meteorology 5 - Attachment 12 - GOES-8 radiative temperature histogram (item 30, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077710&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2012%20-%20GOES-8%20radiative%20temperature%20histogram-Master.PDF
- Meteorology 5 - Attachment 13 - Forecast Winds Aloft (FDs) (item 31, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077711&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2013%20-%20Forecast%20Winds%20Aloft%20(FDs)-Master.PDF
- Meteorology 5 - Attachment 14 - Aviation Area Forecast (FA) (item 32, .PDF, 267 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077712&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2014%20-%20Aviation%20Area%20Forecast%20(FA)-Master.PDF
- Meteorology 5 - Attachment 15 - AIRMETs (item 33, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077713&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2015%20-%20AIRMETs-Master.PDF
- Meteorology 5 - Attachment 16 - Plots (item 34, .PDF, 6 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077714&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2016%20-%20Plots-Master.PDF
- Meteorology 5 - Attachment 16 - AIRMET plots (1) (item 35, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077715&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2016%20-%20AIRMET%20plots%20(1)-Master.PDF
- Meteorology 5 - Attachment 16 - AIRMET plots (2) (item 36, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077716&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2016%20-%20AIRMET%20plots%20(2)-Master.PDF
- Meteorology 5 - Attachment 16 - AIRMET plots (3) (item 37, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077717&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2016%20-%20AIRMET%20plots%20(3)-Master.PDF
- Meteorology 5 - Attachment 17 - Astrological information (item 38, .PDF, 20 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077718&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%2017%20-%20Astrological%20information-Master.PDF
- Powerplants 8 - Group Chairman Factual Report (item 39, .PDF, 380 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397663&FileExtension=.PDF&FileName=Powerplants%208%20-%20Group%20Chairman%20Factual%20Report-Redacted.PDF
- Powerplants 8 - Photo 1. Left, front 3/4-view of engine at the accident site (item 40, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077720&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%201.%20%20Left,%20front%203%2F4-view%20of%20engine%20at%20the%20accident%20site-Master.PDF
- Powerplants 8 - Photo 2. Left side view of engine before examination (item 41, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077721&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%202.%20%20Left%20side%20view%20of%20engine%20before%20examination-Master.PDF
- Powerplants 8 - Photo 3. Right side view of engine before examination (item 42, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077722&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%203.%20%20Right%20side%20view%20of%20engine%20before%20examination-Master.PDF
- Powerplants 8 - Photo 4. Right, rear 3/4-view of engine before examination (item 43, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077723&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%204.%20%20Right,%20rear%203%2F4-view%20of%20engine%20before%20examination-Master.PDF
- Powerplants 8 - Photo 5. View of 1st-stage compressor blade leading edge damage (item 44, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077724&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%205.%20%20View%20of%201st-stage%20compressor%20blade%20leading%20edge%20damage-Master.PDF
- Powerplants 8 - Photo 6. Circumferential rub marks on downstream side of compressor turbine (item 45, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077725&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%206.%20%20Circumferential%20rub%20marks%20on%20downstream%20side%20of%20compressor%20turbine-Master.PDF
- Powerplants 8 - Photo 7. Circumferential rub marks on upstream side of power turbine guide vane ring (item 46, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077726&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%207.%20%20Circumferential%20rub%20marks%20on%20upstream%20side%20of%20power%20turbine%20guide%20vane%20ring-Master.PDF
- Powerplants 8 - Photo 8. Circumferential rub marks on upstream side of power turbine disc, and trailing edge damage on power turbine guide vanes (item 47, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077727&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%208.%20%20Circumferential%20rub%20marks%20on%20upstream%20side%20of%20power%20turbine%20disc,%20and%20trailing%20edge%20damage%20on%20power%20turbine%20guide%20vanes-Master.PDF
- Powerpalnts 8 - Photo 9. Missing, bent and fractured power turbine blades and view of damage to downstream side of power turbine vane ring (item 48, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077728&FileExtension=.PDF&FileName=Powerpalnts%208%20-%20Photo%209.%20%20Missing,%20bent%20and%20fractured%20power%20turbine%20blades%20and%20view%20of%20damage%20to%20downstream%20side%20of%20power%20turbine%20vane%20ring-Master.PDF
- Powerplants 8 - Photo 10. View of typical bending damage to power turbine blade and tip (item 49, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077729&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%2010.%20%20View%20of%20typical%20bending%20damage%20to%20power%20turbine%20blade%20and%20tip-Master.PDF
- Powerplants 8 - Photo 11. From the left, the No. 1, 2 and 3, propeller blades before examination (item 50, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077730&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%2011.%20%20From%20the%20left,%20the%20No.%201,%202%20and%203,%20propeller%20blades%20before%20examination-Master.PDF
- Powerplants 8 - Photo 12. From the right, the witness marks on the butts and plugs of the No. 1, 2 and 3 propeller blades (item 51, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077731&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%2012.%20%20From%20the%20right,%20the%20witness%20marks%20on%20the%20butts%20and%20plugs%20of%20the%20No.%201,%202%20and%203%20propeller%20blades-Master.PDF
- Powerplants 8 - Photo 13. Edge of pitch-change yoke and witness marks on No. 1 blade of model transferred from accident propeller for examination (item 52, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077732&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%2013.%20%20Edge%20of%20pitch-change%20yoke%20and%20witness%20marks%20on%20No.%201%20blade%20of%20model%20transferred%20from%20accident%20propeller%20for%20examination-Master.PDF
- Powerplants 8 - Photo 14. Actuating pin tip of the No. 3 blade aligned with witness mark on the No. 1 blade plug on model propeller during examination (item 53, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077733&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%2014.%20%20Actuating%20pin%20tip%20of%20the%20No.%203%20blade%20aligned%20with%20witness%20mark%20on%20the%20No.%201%20blade%20plug%20on%20model%20propeller%20during%20examination-Master.PDF
- Powerplants 8 - Photo 15. Edge of pitch-change yoke and witness marks on No. 1 blade of model transferred from accident propeller for examination (item 54, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077734&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%2015.%20%20Edge%20of%20pitch-change%20yoke%20and%20witness%20marks%20on%20No.%201%20blade%20of%20model%20transferred%20from%20accident%20propeller%20for%20examination-Master.PDF
- Powerplants 8 - Photo 16. Actuating pin tip of the No. 1 blade aligned with witness mark on the No. 2 blade plug on model propeller during examination (item 55, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077735&FileExtension=.PDF&FileName=Powerplants%208%20-%20Photo%2016.%20%20Actuating%20pin%20tip%20of%20the%20No.%201%20blade%20aligned%20with%20witness%20mark%20on%20the%20No.%202%20blade%20plug%20on%20model%20propeller%20during%20examination-Master.PDF
- Aircraft Performance 13 - Aircraft Performance Study (item 56, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397664&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Aircraft%20Performance%20Study-Redacted.PDF
- Aircraft Performance 13 - Addendum 1 - (November 10, 1998) (item 57, .PDF, 162 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397665&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Addendum%201%20-%20(November%2010,%201998)-Redacted.PDF
- Materials Laboratory 15 - Group Chairman Factual Report (item 58, .PDF, 650 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397666&FileExtension=.PDF&FileName=Materials%20Laboratory%2015%20-%20Group%20Chairman%20Factual%20Report-Redacted.PDF
- Airworthiness Group Chairman's Factual Report (item 59, .PDF, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397668&FileExtension=.PDF&FileName=Airworthiness%20Group%20Chairman%27s%20Factual%20Report-Redacted.PDF
- Airworthiness Group Chairman's Factual Report - Appendix A - Wreckage Diagrams (item 60, .PDF, 282 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077740&FileExtension=.PDF&FileName=Airworthiness%20Group%20Chairman%27s%20Factual%20Report%20-%20Appendix%20A%20-%20Wreckage%20Diagrams-Master.PDF
- Airworthiness Group Chairman's Factual Report - Appendix B - Metallurgist's Factual Report (item 61, .PDF, 224 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397670&FileExtension=.PDF&FileName=Airworthiness%20Group%20Chairman%27s%20Factual%20Report%20-%20Appendix%20B%20-%20Metallurgist%27s%20Factual%20Report-Redacted.PDF
- Airworthiness Group Chairman's Factual Report - Appendix C - Excerpts of Maintenance Records (item 62, .PDF, 5.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397677&FileExtension=.PDF&FileName=Airworthiness%20Group%20Chairman%27s%20Factual%20Report%20-%20Appendix%20C%20-%20Excerpts%20of%20Maintenance%20Records-Redacted.PDF
- Airworthiness Group - Photo 1. Aerial view of accident site. Arrow denotes aircraft wreckage. Note the lack of any damaged trees in the vicinity of the wreckage (item 63, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077743&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%201.%20%20Aerial%20view%20of%20accident%20site.%20%20Arrow%20denotes%20aircraft%20wreckage.%20%20Note%20the%20lack%20of%20any%20damaged%20trees%20in%20the%20vicinity%20of%20the%20wreckage-Master.PDF
- Airworthiness Group - Photo 2. Close-up aerial view of wreckage. Note that the airplane is resting upright and within the confines of its pre-impact dimensions (item 64, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077744&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%202.%20%20Close-up%20aerial%20view%20of%20wreckage.%20%20Note%20that%20the%20airplane%20is%20resting%20upright%20and%20within%20the%20confines%20of%20its%20pre-impact%20dimensions-Master.PDF
- Airworthiness Group - Photo 3. Ground view of wreckage, facing northeast, showing the right side of the airplane. Note downward compression damage to the fuselage and right wing (item 65, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077745&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%203.%20%20Ground%20view%20of%20wreckage,%20facing%20northeast,%20showing%20the%20right%20side%20of%20the%20airplane.%20%20Note%20downward%20compression%20damage%20to%20the%20fuselage%20and%20right%20wing-Master.PDF
- Airworthiness Group - Photo 4. Ground view of wreckage, facing north, showing the cockpit area in foreground and tail in the background. Note downward compression damage to the fuselage and tail (item 66, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077746&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%204.%20%20Ground%20view%20of%20wreckage,%20facing%20north,%20showing%20the%20cockpit%20area%20in%20foreground%20and%20tail%20in%20the%20background.%20%20Note%20downward%20compression%20damage%20to%20the%20fuselage%20and%20tail-Master.PDF
- Airworthiness Group - Photo 5. Ground view of wreckage, facing southeast, showing the left side of airplane. Note downward compression damage, and ground discoloration from fuel spill (foreground) (item 67, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077747&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%205.%20%20Ground%20view%20of%20wreckage,%20facing%20southeast,%20showing%20the%20left%20side%20of%20airplane.%20%20Note%20downward%20compression%20damage,%20and%20ground%20discoloration%20from%20fuel%20spill%20(foreground)-Master.PDF
- Airworthiness Group - Photo 6. Close-up view of right side of airplane, showing right main landing gear tire and bent strut area. Note ground scar just aft of tire denoted by arrow. (item 68, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077748&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%206.%20%20Close-up%20view%20of%20right%20side%20of%20airplane,%20showing%20right%20main%20landing%20gear%20tire%20and%20bent%20strut%20area.%20%20Note%20ground%20scar%20just%20aft%20of%20tire%20denoted%20by%20arrow.-Master.PDF
- Airworthiness Group - Photo 7. Close-up view of empennage area (right side). Note tearing damage to structure just forward on the horizontal stabilizer. (item 69, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077749&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%207.%20%20Close-up%20view%20of%20empennage%20area%20(right%20side).%20%20Note%20tearing%20damage%20to%20structure%20just%20forward%20on%20the%20horizontal%20stabilizer.-Master.PDF
- Airworthiness Group - Photo 8. Close-up view of tail cone. Note that the tail cone is partially embedded in mud. Also note ground scar to the left of tail cone denoted by arrow. (Photograph provided by the Cessna Aircraft (item 70, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077750&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%208.%20%20Close-up%20view%20of%20tail%20cone.%20%20Note%20that%20the%20tail%20cone%20is%20partially%20embedded%20in%20mud.%20%20Also%20note%20ground%20scar%20to%20the%20left%20of%20tail%20cone%20denoted%20by%20arrow.%20%20(Photograph%20provided%20by%20the%20Cessna%20Aircraft-Master.PDF
- Airworthiness Group - Photo 9. Close-up, edge-on view of vertical stabilizer and rudder. Note that rudder is fully deflected to the right. Also note tip of tail cone is partially embedded in mud (item 71, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077751&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%209.%20%20Close-up,%20edge-on%20view%20of%20vertical%20stabilizer%20and%20rudder.%20%20Note%20that%20rudder%20is%20fully%20deflected%20to%20the%20right.%20%20Also%20note%20tip%20of%20tail%20cone%20is%20partially%20embedded%20in%20mud-Master.PDF
- Airworthiness Group - Photo 10. Close-up view of the elevator trim actuator. The length of the exposed portion of actuator is 2.0 inches. According to Cessna, this corresponds to an elevator trim setting of zero to five de (item 72, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077752&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2010.%20%20Close-up%20view%20of%20the%20elevator%20trim%20actuator.%20%20The%20length%20of%20the%20exposed%20portion%20of%20actuator%20is%202.0%20inches.%20%20According%20to%20Cessna,%20this%20corresponds%20to%20an%20elevator%20trim%20setting%20of%20zero%20to%20five%20de-Master.PDF
- Airworthiness Group - Photo 11. Close-up view of the right horizontal stabilizer leading edge. Note mud splatter along the black de-ice boot. (Photograph provided by the Cessna Aircraft Company) (item 73, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077753&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2011.%20%20Close-up%20view%20of%20the%20right%20horizontal%20stabilizer%20leading%20edge.%20%20Note%20mud%20splatter%20along%20the%20black%20de-ice%20boot.%20%20(Photograph%20provided%20by%20the%20Cessna%20Aircraft%20Company)-Master.PDF
- Airworthiness Group - Photo 12. Close-up view of the left horizontal stabilizer leading edge. Note mud splatter along the black de-ice boot. (Photograph provided by the Cessna Aircraft Company) (item 74, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077754&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2012.%20%20Close-up%20view%20of%20the%20left%20horizontal%20stabilizer%20leading%20edge.%20%20Note%20mud%20splatter%20along%20the%20black%20de-ice%20boot.%20%20(Photograph%20provided%20by%20the%20Cessna%20Aircraft%20Company)-Master.PDF
- Airworthiness Group - Photo 13. Close-up view of left wing. Note the partially separated flap, opened-up leading edge, and evidence of downard compression damage. (item 75, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077755&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2013.%20%20Close-up%20view%20of%20left%20wing.%20%20Note%20the%20partially%20separated%20flap,%20opened-up%20leading%20edge,%20and%20evidence%20of%20downard%20compression%20damage.-Master.PDF
- Airworthiness Group - Photo 14. Close-up view of right wing. Note the partially separated flap and aileron, opened -up leading edge, and evidence of downward compression damage (item 76, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077756&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2014.%20%20Close-up%20view%20of%20right%20wing.%20%20Note%20the%20partially%20separated%20flap%20and%20aileron,%20opened%20-up%20leading%20edge,%20and%20evidence%20of%20downward%20compression%20damage-Master.PDF
- Airworthiness Group - Photo 15. Close-up view of the wing flap actuator jack screw. (item 77, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077757&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2015.%20%20Close-up%20view%20of%20the%20wing%20flap%20actuator%20jack%20screw.-Master.PDF
- Airworthiness Group - Photo 16. Close-up view of the aileron trim tab actuator. (item 78, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077758&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2016.%20%20Close-up%20view%20of%20the%20aileron%20trim%20tab%20actuator.%20-Master.PDF
- Airworthiness Group - Photo 17. Close-up view of aileron trim tab actuator, showing chain-and-sprocket mechanism (item 79, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077759&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2017.%20%20Close-up%20view%20of%20aileron%20trim%20tab%20actuator,%20showing%20chain-and-sprocket%20mechanism-Master.PDF
- Airworthiness Group - Photo 18. Close-up view of throttle quadrant in the cockpit. (item 80, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077760&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2018.%20%20Close-up%20view%20of%20throttle%20quadrant%20in%20the%20cockpit.%20-Master.PDF
- Airworthiness Group - Photo 19. Close-up view of Ng % RPM gauge at the accident site. (item 81, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077761&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2019.%20%20Close-up%20view%20of%20Ng%20%25%20RPM%20gauge%20at%20the%20accident%20site.%20%20-Master.PDF
- Airworthiness Group - Photo 20. Close-up view of the propeller RPM gauge at the accident site. Note that the needle is intact and pointing to about 1,520 RPM (item 82, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077762&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2020.%20%20Close-up%20view%20of%20the%20propeller%20RPM%20gauge%20at%20the%20accident%20site.%20%20Note%20that%20the%20needle%20is%20intact%20and%20pointing%20to%20about%201,520%20RPM-Master.PDF
- Airworthiness Group - Photo 21. View of overhead panel section of the cockpit. Arrow denotes the pilot's (left seat) plug-in port for breathing oxygen. Note that no hose or fitting is attached (item 83, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077763&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2021.%20%20View%20of%20overhead%20panel%20section%20of%20the%20cockpit.%20%20Arrow%20denotes%20the%20pilot%27s%20(left%20seat)%20plug-in%20port%20for%20breathing%20oxygen.%20%20Note%20that%20no%20hose%20or%20fitting%20is%20attached-Master.PDF
- Airworthiness Group - Photo 22. Close-up view of electrical gyroscope used to drive the horizontal situation indicator/directional gyro. (item 84, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077764&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2022.%20%20Close-up%20view%20of%20electrical%20gyroscope%20used%20to%20drive%20the%20horizontal%20situation%20indicator%2Fdirectional%20gyro.-Master.PDF
- Airworthiness Group - Photo 23. Close-up view of the vacuum-driven attitude indicator gyroscope after disassembly. (item 85, .PDF, 26 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077765&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2023.%20%20Close-up%20view%20of%20the%20vacuum-driven%20attitude%20indicator%20gyroscope%20after%20disassembly.%20-Master.PDF
- Airworthiness Group - Photo 24. Close-up view of the electric turn/slip indicator gyroscope after disassembly. Arrow denotes area of rotational scoring on rotor (item 86, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40077766&FileExtension=.PDF&FileName=Airworthiness%20Group%20-%20Photo%2024.%20%20Close-up%20view%20of%20the%20electric%20turn%2Fslip%20indicator%20gyroscope%20after%20disassembly.%20%20Arrow%20denotes%20area%20of%20rotational%20scoring%20on%20rotor-Master.PDF
- Toxicological Report (item 87, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40397679&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.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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