# NTSB ERA15LA354: Cessna 177, N2835X, Moneta, VA, September 13, 2015 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: September 13, 2015, 16:30 local (20:30 UTC) - Place: Moneta, VA - Coordinates: 37.103889, -79.597221 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=37.1039&lon=-79.5972&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR go-around: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report June 16, 2016 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, Lycoming Engines, Textron Aviation - NTSB case key (mKey): 91964 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA15LA354 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/91964/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=91964 - Page: https://openairdocs.org/ntsb/ERA15LA354 ## Probable cause The pilot's premature retraction of the wing flaps and his subsequent failure to maintain pitch control during an attempted go-around, which resulted in the airplane exceeding its critical angle-of-attack and an aerodynamic stall. Contributing to the accident were the pilot’s inadequate in-flight fuel planning; his internal pressure to reach the airport expediently due to low fuel, which led to a high and fast approach; and his subsequent decision to go around when low on fuel. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 177, 20 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2073704), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Performance/control parameters: angle of attack](https://openairdocs.org/ntsb-findings/01062042): Aircraft › Aircraft oper/perf/capability · Capability exceeded (probable cause); cases with it: [Cessna 177, 5 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md?model=2073704), [All aircraft, 990 cases](https://openairdocs.org/ntsb-findings/01062042/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 177, 3 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2073704), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Performance/control parameters: pitch control](https://openairdocs.org/ntsb-findings/01062022): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 177, 2 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md?model=2073704), [All aircraft, 526 cases](https://openairdocs.org/ntsb-findings/01062022/cases.md) - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 177, 12 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=2073704), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Cessna 177, 13 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2073704), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Personality/attitude: motivation/respond to pressure](https://openairdocs.org/ntsb-findings/02021025): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Cessna 177, 1 case](https://openairdocs.org/ntsb-findings/02021025/cases.md?model=2073704), [All aircraft, 53 cases](https://openairdocs.org/ntsb-findings/02021025/cases.md) - [Performance/control parameters: landing flare](https://openairdocs.org/ntsb-findings/01062041): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [Cessna 177, 8 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md?model=2073704), [All aircraft, 1,285 cases](https://openairdocs.org/ntsb-findings/01062041/cases.md) - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 177, 10 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2073704), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Miscellaneous/other](https://openairdocs.org/ntsb-events/900); cases with it: [Cessna 177, 2 cases](https://openairdocs.org/ntsb-events/900/sequence.md?model=2073704), [All aircraft, 1,556 cases](https://openairdocs.org/ntsb-events/900/sequence.md) - [Approach-VFR go-around: Fuel starvation](https://openairdocs.org/ntsb-events/191); cases with it: [Cessna 177, 3 cases](https://openairdocs.org/ntsb-events/191/sequence.md?model=2073704), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) - [Approach-VFR go-around: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Cessna 177, 6 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2073704), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Approach-VFR go-around: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) (defining event); cases with it: [Cessna 177, 5 cases](https://openairdocs.org/ntsb-events/241/sequence.md?model=2073704), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 177, 28 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2073704), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) - [Post-impact: Fire/smoke (post-impact)](https://openairdocs.org/ntsb-events/170); cases with it: [Cessna 177, 1 case](https://openairdocs.org/ntsb-events/170/sequence.md?model=2073704), [All aircraft, 354 cases](https://openairdocs.org/ntsb-events/170/sequence.md) ## Analysis The commercial pilot was conducting an aerial photographic flight with one passenger on board. The airplane had been filled with fuel the day before the accident flight. On the day of the accident, the airplane was flown to and landed at two airports before it departed for the accident flight. The airplane was not refueled before the accident flight. According to the passenger, during the accident flight, the pilot chose to land because the airplane was "low on fuel." Two witnesses stated that the airplane was high and fast on the approach. One witness stated that the airplane had a high groundspeed on the runway. The passenger stated that, during the landing, the wind "pushed" the airplane too far down the runway and that, when the airplane was about 80 percent of the way down the runway, the pilot attempted to perform a go-around. The passenger added that, during climbout, the engine did not sound normal, the stall horn sounded, and the airplane then impacted trees and that, after the airplane came to rest, fuel was "pouring onto them." A postcrash fire ensued. Examination of the airframe and engine did not find any abnormalities that would have precluded normal operation. The examination revealed that one propeller blade was fractured in at least three segments, which was indicative of rotation at the time of impact. Although it is likely that the engine was developing power at the time of impact, the investigation could not determine the amount of power that was being developed or applied at that time. Although the pilot stated that the airplane was low on fuel and the passenger reported that the engine did not sound normal during the go-around, the amount of available fuel could not be determined. However, if the airplane was in a very low fuel state, the pilot might have felt a sense of urgency to get the airplane on the ground before the fuel was exhausted. He may have then rushed the approach to the airport, which led to the airplane being high and fast as it neared the runway and resulted in the need to go around late in the ground roll. The flap position was found at less than 10 degrees; however, according to the go-around checklist in the Pilot's Operating Handbook (POH), the flaps should be retracted to "1/2," which correlates to 15 degrees, until the airplane reaches an airspeed of about 75 mph. Therefore, it is likely that the flaps were in transit at the time of impact because the pilot had prematurely retracted the flaps. Further, the POH states that "application of maximum allowable power [during a go-around] will require considerable control pressure to maintain a climb pitch attitude. The addition of power will tend to raise the airplane's nose suddenly and veer to the left. Forward elevator pressure must be anticipated and applied to hold the nose in a safe climb attitude…" It is likely that the combination of the premature retraction of the flaps and insufficient forward pressure led to the pilot's inability to maintainpitch control, which resulted in the airplane exceeding its critical angle-of-attack and a subsequent aerodynamic stall. ## Factual narrative HISTORY OF FLIGHT On September 13, 2015, about 1630 eastern daylight time, a Cessna 177, N2835X, impacted the ground following a go-around maneuver at Smith Mountain Lake Airport (W91), Moneta, Virginia, and a postimpact fire ensued. The commercial pilot and passenger were seriously injured. The airplane sustained substantial damage to both wings, the empennage, and the fuselage. Visual meteorological conditions prevailed and no flight plan was filed for the local aerial observation flight, that departed Norfolk International Airport (ORF), Norfolk, Virginia. The airplane was owned by a private individual and operated by DAP Imaging, Inc. for the aerial photographic flight, which was operated under the provisions of Title 14 Code of Federal Regulations Part 91. According to several witnesses, some of which were pilots; the airplane entered the downwind leg of the traffic pattern for runway 23 and was observed, above the expected approach path, while on the final leg of the approach. One eyewitness, who observed the accident, reported the engine was "missing and backfiring" prior to impact, and it was lower than he had "normally" observed. Two witnesses stated that the airplane was high and fast on the approach. One of these witnesses also stated that the airplane had a high groundspeed on the runway. The airplane impacted two trees and then a street. The passenger exited the airplane followed by the pilot, a few seconds later. However, after the passenger exited, the airplane was engulfed in flames. According to the passenger, the pilot elected to land at W91 because they were "low on fuel." During the entire flight she did not observe the pilot lean the fuel mixture. During the landing, the wind "pushed" them too far down the runway and about 80 percent of the way down the runway, the pilot attempted to takeoff. During climbout the engine "was not making a normal sound," the stall horn sounded, and then the airplane impacted trees. After the airplane came to rest fuel was "pouring onto them" and the pilot told her to "get out." After she exited the airplane, it was engulfed in fire and the pilot was still inside. PERSONNEL INFORMATION According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, helicopter, and instrument airplane and helicopter. He held a first-class medical certificate, which was issued on August 1, 2014, and had one restriction of "must have corrective lenses." According to IACRA (Integrated Airman Certification and Rating Application) paperwork found in the wreckage, that listed the pilot's name, revealed 246.7 total hours of flight experience in airplanes and 428.20 total hours of flight experience in helicopters; however, due to thermal damage to the paperwork, a date or total flight experience could not be ascertained. The pilot's flight logbook was located within the wreckage. The logbook was thermally damaged; however, an entryindicated that the pilot had conducted a flight review on March 30, 2015. According to the operator, the pilot's flight experience was reviewed in August 2015. Although no records were made of the experience the pilot had approximately 779 flight hours, of which, approximately 20 of those hours were in the accident airplane make and model. AIRCRAFT INFORMATION The high-wing, single-engine airplane, a Cessna 177 (serial number 17700235), was manufactured and issued a standard airworthiness certificate on November 16, 1967. The airplane was powered by a Lycoming O-360-E2D, 150-hp engine and driven by a 2-blade, McCauley propeller. A review of the maintenance records indicated that an annual inspection had been completed on September 1, 2015, at an airframe total time of 3777.0 hours. At the time of the inspection, the engine had accumulated 133.0 hours since major overhaul. The inspection was the most recent entry in the airplane maintenance records. According to the FAA's Type Certificate Data Sheet, the fuel system comprised of 2 fuel tanks, one located in each wing, each holding 24.5 gallons of usable fuel and 0.5 gallons of unusable fuel. According to schematics of the fuel system, the fuel tank pickup was located near the rear inboard portion of the fuel tank. The fuel line was connected to a fuel selector valve, located in the cockpit. The fuel selector valve was a 4-poistion valve, which comprised of "BOTH," "Left," "Right," and "OFF." According to a representative of the airframe manufacturer, the flaps have 5 positions available to be selected. The selected position are labeled "UP," "1/4," "1/2," "3/4," and "DOWN" which correlated to 0°, 10°, 15°, 20°, and 30° respectively. METEOROLOGICAL INFORMATION The nearest recorded weather observation, located at an airport 22 miles to the northwest of the accident location, indicated, around the time of the accident, that the wind was from the northwest between 9 to 12 knots and the temperature was about 19 degrees C. AIRPORT INFORMATION The airport was a privately-owned airport and at the time of the accident did not have an operating air traffic control tower. The airport was equipped with one runway designated as runway 5/23. The asphalt runway was reported as "in good condition" at the time of the accident. Runway5/23 was a 3,058 -foot-long by 50-foot-wide runway. The airport had an elevation of 892.2 feet above mean sea level. WRECKAGE AND IMPACT INFORMATION According to an FAA inspector, the airplane came to rest on a street in a residential neighborhood, located near the departure end of runway 23. The airplane was thermally damaged aft of the firewall, including the cabin section and part of the empennage. The fuel tanks were breeched and evidence of thermal damage was noted. Postrecovery examination of the airplane and engine revealed thermal damage to the cockpit and airframe structure. The flap trim actuator was measured and indicated less than 10 degree flap setting. The fuel selectorvalve was thermally damaged; however, compressed air was applied and indicated that the valve was selected to "BOTH" at the time of impact. The engine remained attached to the thermally damaged firewall. Examination of the engine revealed the rear accessory pad components were thermally and impact damaged. Continuity was confirmed from the propeller to the rear accessory pad and thumb compression was confirmed on all cylinders. The 2-blade propeller remained attached to the engine and exhibited chordwise scratches, S-bending, and leading edge gouges. One propeller blade was segmented with one segment remained attached to propeller hub and the other segment, which was the blade tip, was located in the storage bags. The approximate mid-portion of the blade was unable to be located. No abnormalities or malfunctions were noted that would have precluded normal operation. For a detailed report of the examination reference the "Airframe and Engine Examination Report" located in the docket associated with this accident. ADDITIONAL INFORMATION Fuel Records According to fuel records, the airplane was last fueled at Raleigh Durham International Airport (RDU), Durham, North Carolina, on September 12, 2015. The manager of the fixed base operator, further reported that it was "topped off" at that time. The airplane departed RDU on September 13, 2015, about 1230, flew to, and landed at, two other airports prior to the accident flight, and no records were located indicating that the airplane was refueled at any time following the refueling at RDU. The total duration of flight time since refueling was approximately 4 hours. Cessna 177 Pilot's Operating Handbook According to Section V "Operational Data" figure 5-4 "Cruise & Range Performance" at 2,500 feet the airplane would consume between 5.7 and 9.9 gallons of fuel per hour, which would provide an endurance of at least 4 1/2 hours. Those figures were based on a maximum gross weight of 2,350 pounds, standard conditions, zero wind, lean mixture, and 48 gallons of fuel with no reserve. The section further stated that "Cruise and range performance showing…allowances for fuel reserve, headwinds, take-offs, and climb, and variations in mixture leaning technique should be made and are in addition to those shown on the chart. Other indeterminate variables such as carburetor metering-characteristics, engine and propeller conditions, and turbulence of the atmosphere may account for variations of 10% or more in maximum range." According to Section II "Description and Operating Details," stated "To achieve the lean mixture fuel consumption figures shown in Section V, the mixture should be leaned as follows: pull mixture control out until engine speed peaks and begins to fall off, then enrichen slightly back to peak RPM." The section further goes on to describe the stall characteristics of the airplane and stated "the stall characteristics are conventional and aural warning is proved by a stall warning horn which soundsbetween 5 and 10 MPH above the stall in all configurations." Section I "Operating Checklist" provides a checklist for a balked landing, which stated "Balked Landing (Go-Around): (1) Power – Full throttle. (2) Carburetor Heat – Cold (3) Wing Flaps – Retract to '1/2' (4) Upon reaching an airspeed of approximately 75 MPH, retract flaps slowly." FAA Airplane Flying Handbook Section 8 "Approaches and Landings "stated in part, "Since the airplane has been trimmed for the approach (a low power and low airspeed condition), application of maximum allowable power will require considerable control pressure to maintain a climb pitch attitude. The addition of power will tend to raise the airplane's nose suddenly and veer to the left. Forward elevator pressure must be anticipated and applied to hold the nose in a safe climb attitude…" ## Aircraft - Registration: [N2835X](https://openairdocs.org/deregistered/N2835X-2015-12-21), registration cancelled 2015-12-21, S/N 17700235, built 1967 (OpenAirDocs) - Reported make and model: CESSNA 177 (UNDESIGNAT) - Registry model: [Cessna 177](https://openairdocs.org/model/cessna-177) (registry code 2073704) (OpenAirDocs) - Registry engine: [Lycoming 0-320 series](https://openairdocs.org/engine/lycoming-0-320-series) (registry code 41508, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 17700235 - Year built: 1967 - Airframe hours: 3777 - Engines: LYCOMING O-320-E2D 150 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Aerial observation, Part 91 - Operator: DAP Imaging, Inc. - Registered owner: Dwyer John R - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, September 1, 2015 - Departed: ORF, NORFOLK, VA - Destination: W91, Moneta, VA - Airport: W91, Smith Mountain Lake, runway 23, 3,058 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 36; injuries: serious; commercial; airplane ratings: single-engine land; instrument ratings: helicopter, airplane; medical: class 1, with waivers/limitations; last flight review March 30, 2015; seat: left; flight hours: 779 total, 20 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 330° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: 6,000 ft broken - Temperature: 66 °F, dew point 46 °F - Altimeter: 29.98 inHg - Observed at: ROA, 22 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 20150913016159A](https://openairdocs.org/incident/20150913016159A), Sep 13, 2015: Cessna 177, Moneta, VA, Destroyed. Smith Mountain Lake Airport, Moneta, VA: N2835X, a C177, VFR, crashed under unknown circumstances while attempting to land at the airport. The aircraft was… ## Other investigations on N2835X (2) 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. - [NTSB CHI85LA066](https://openairdocs.org/ntsb/CHI85LA066), Dec 8, 1984: Cessna 177 (N2835X), Cadiz, OH, substantial damage - [NTSB CHI83LA390](https://openairdocs.org/ntsb/CHI83LA390), Aug 21, 1983: Cessna 177 (N2835X), Cadiz, OH, destroyed ## Docket (18 files) The files NTSB released with the investigation on May 3, 2016, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=91964. 12.3 MB in all. - Memorandum for Record - FAA Inspector Notes during Interview with Passenger day of accident [Excerpts] (item 1, .PDF, 109 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439570&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20FAA%20Inspector%20Notes%20during%20Interview%20with%20Passenger%20day%20of%20accident%20%20%5BExcerpts%5D-Master.PDF - Memorandum for Record - Follow-up FAA Phone Interview with Passenger (item 2, .PDF, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439571&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Follow-up%20FAA%20Phone%20Interview%20with%20Passenger-Master.PDF - Witness Statements (item 3, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439572&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Wreckage Diagram in Google Earth (Courtey of FAA) (item 4, .PDF, 214 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439573&FileExtension=.PDF&FileName=Wreckage%20Diagram%20in%20Google%20Earth%20(Courtey%20of%20FAA)-Master.PDF - Email Discussion on Operator of the Airplane (item 5, .PDF, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439574&FileExtension=.PDF&FileName=Email%20Discussion%20on%20Operator%20of%20the%20Airplane-Master.PDF - Email from Operator's Lawyer on Pilot Flight Time (item 6, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439575&FileExtension=.PDF&FileName=Email%20from%20Operator%27s%20Lawyer%20on%20Pilot%20Flight%20Time-Master.PDF - Airframe and Engine Examination at Springfield Airport Report (item 7, .PDF, 918 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439576&FileExtension=.PDF&FileName=Airframe%20and%20Engine%20Examination%20at%20Springfield%20Airport%20%20Report%20-Master.PDF - Maintenance Records [Excerpts] (item 8, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439577&FileExtension=.PDF&FileName=Maintenance%20Records%20%5BExcerpts%5D-Master.PDF - Fuel Receipt (item 9, .PDF, 203 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439578&FileExtension=.PDF&FileName=Fuel%20Receipt-Master.PDF - Cessna 177 Pilot's Operating Handbook [Excerpts] (item 10, .PDF, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439579&FileExtension=.PDF&FileName=Cessna%20177%20Pilot%27s%20Operating%20Handbook%20%5BExcerpts%5D-Master.PDF - Memorandum for Record - Flap Position and Fuel Schematic [Excerpts] (item 11, .PDF, 304 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439580&FileExtension=.PDF&FileName=Memorandum%20for%20Record%20-%20Flap%20Position%20and%20Fuel%20Schematic%20%5BExcerpts%5D-Master.PDF - Memorandum of Record - Roanoke Weather (item 12, .PDF, 114 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439581&FileExtension=.PDF&FileName=Memorandum%20of%20Record%20-%20Roanoke%20Weather-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 13, .PDF, 734 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439582&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Security Video - Recording of Runway Threshold Area (item 14, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439583&FileExtension=.PDF&FileName=Security%20Video%20-%20Recording%20of%20Runway%20Threshold%20Area-Master.PDF - Photo Array (item 15, .PDF, 589 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439584&FileExtension=.PDF&FileName=Photo%20Array-Master.PDF - Multiple Electronic Devices - Specialist's Factual Report (item 16, .PDF, 574 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439585&FileExtension=.PDF&FileName=Multiple%20Electronic%20Devices%20-%20Specialist%27s%20Factual%20Report-Master.PDF - Evidence Control Form (item 17, .PDF, 337 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439586&FileExtension=.PDF&FileName=Evidence%20Control%20Form%20-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 18, .PDF, 151 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40439587&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-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.