# NTSB ERA22FA338: Air Tractor AT-802A, N749LA, Portland, AR, July 26, 2022

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Class 3 · Field · Final report
- Date: July 26, 2022, 17:01 local (22:01 UTC)
- Place: Portland, AR · Cotton field
- Coordinates: 33.22667, -91.47111 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=33.2267&lon=-91.4711&mi=10
- Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping)
- Defining events: [Maneuvering-low-alt flying: Midair collision](https://openairdocs.org/ntsb-events/250); [Enroute: Midair collision](https://openairdocs.org/ntsb-events/250)
- Highest injury: Fatal
- Injuries: 1 fatal, 1 serious
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Eastern Region Aviation
- Parties: FAA/FSDO
- NTSB case key (mKey): 105589
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22FA338
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105589/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105589
- Page: https://openairdocs.org/ntsb/ERA22FA338

## Probable cause (aircraft 1)

The failure of both pilots to see and avoid the other airplane during aerial application and ferry operations.

## Findings

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

- [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot (probable cause), aircraft 1; cases with it: [Air Tractor AT-802A, 5 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=0390308), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md)
- [Attention/monitoring: monitoring other aircraft](https://openairdocs.org/ntsb-findings/02021540): Personnel issues › Psychological · Pilot (probable cause), aircraft 2; cases with it: [Air Tractor AT-802, 2 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md?model=0390305), [All aircraft, 231 cases](https://openairdocs.org/ntsb-findings/02021540/cases.md)

## Sequence of events

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

- [Maneuvering-low-alt flying: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 1; cases with it: [Air Tractor AT-802A, 5 cases](https://openairdocs.org/ntsb-events/250/sequence.md?model=0390308), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md)
- [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470), aircraft 1; cases with it: [Air Tractor AT-802A, 27 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=0390308), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)
- [Enroute: Midair collision](https://openairdocs.org/ntsb-events/250) (defining event), aircraft 2; cases with it: [Air Tractor AT-802, 2 cases](https://openairdocs.org/ntsb-events/250/sequence.md?model=0390305), [All aircraft, 196 cases](https://openairdocs.org/ntsb-events/250/sequence.md)
- [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470), aircraft 2; cases with it: [Air Tractor AT-802, 4 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=0390305), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis (aircraft 1)

The pilot of an Air Tractor AT-802A was applying chemical on the first pass over a cotton field in a southerly direction. Simultaneously, an AT-802 was ferrying in a southeasterly direction, between 400 and 500 ft above the ground. As the AT-802A pilot completed his pass and climbed to reverse the direction of turn, his airplane collided with the ferrying AT-802 passing overhead. The AT-802A continued in a left turn and crashed into a soybean field, killing the pilot. The AT-802 began to spin and descended vertically to the ground; its pilot was seriously injured. The surviving pilot of the AT-802 later reported that he was unaware that the other pilot was operating in the area. The two pilots were not communicating by radio. Although there may have been some sun glare that could have affected the AT-802A pilot’s visibility, the investigation revealed that both pilots were in positions to see the other airplane in ample time to avoid a collision. An examination of both wreckages did not reveal evidence of a preexisting malfunction or failure that would have prevented normal operation of the either airplane. Although the Professional Aerial Applicator’s Support System (PAASS) slogan, “Ferry above five (hundred) and stay alive” was known to the AT-802 pilot and was commonly known in the aerial application industry, this investigation revealed that both pilots consistently climbed above 500 ft agl during their reverse-direction turns while applying chemical. If the pilot of the AT-802 had flown his airplane at or above 1,000 ft agl, the collision would likely have been avoided.

## Factual narrative (aircraft 1)

On August 8, 2022, the Professional Aerial Applicator’s Support System (PAASS) published a safety bulletin on avoiding mid-air collisions. The bulletin reminded pilots of the PAASS slogan, “Ferry above five (hundred) and stay alive.” The bulletin also stated that ferrying above 500 ft agl greatly increases the chances of avoiding a collision with another agricultural aircraft making an application. According to the SATLOC G4 data, the pilot of the AT-802A applied chemical to three other fields before the accident. The application patterns were examined to determine maximum altitude gained during the reverse-direction turns. The data revealed that the AT-802A routinely exceeded 500 ft GPS altitude, and consistently reached maximum altitudes between 600 and 700 ft agl. According to the AgPilotX data, the pilot of the AT-802 applied chemical to a field before the accident. The application patterns were examined to determine maximum altitude gained during the reverse-direction turns. The data revealed that the AT-802 routinely exceeded 500 ft GPS altitude, and consistently reached maximum altitudes between 700 and 850 ft agl. An examination of the AT-802’s planform revealed that, with the low-wing design, downward and forward visibility was most restricted at the AT-802 pilot’s 9:00 (o’clock) to 9:30 and 2:30 to 3:00 positions. Upward visibility for the AT-802A was restricted by the cockpit window and door frames and the cockpit roof. On July 26, 2022, about 1701 central daylight time, an Air Tractor AT-802A airplane, N749LA, and an Air Tractor AT-802 airplane, N214RL, were involved in an accident near Portland, Arkansas. The AT-802A was destroyed and the AT-802 was substantially damaged. The pilot of the AT-802A was fatally injured and the pilot of the AT-802 was seriously injured. Both aircraft were operated as Title 14 Code of Federal Regulations Part 137 aerial application flights. According to a witness who was familiar with both airplanes and pilots, the AT-802 was transiting the area at low altitude in a southeasterly direction. The area consisted mainly of mature soybean and cotton fields. Concurrently, the AT-802A pilot was applying chemical to a soybean field in a southerly direction. The pilot of the AT-802A pitched up at the end of his application run and collided with the AT-802 as it was flying overhead. The AT-802A continued to the northeast for about ¼ mile and crashed in a soybean field. The AT-802 began to spin vertically downward and impacted a cotton field underneath the point of collision. First responders extricated the pilot of the AT-802 and extinguished a postaccident fire in the engine compartment. He was airlifted to a hospital for treatment of his injuries. The pilot of the AT-802 was interviewed by the National Transportation Safety Board (NTSB) investigator-in-charge after the accident and the pilot reported that he had finished spraying soybeans on a friend’s farm and was ferrying the airplane back to his homeairstrip. He was on a southeasterly heading and his hopper was empty. Suddenly, he heard and felt an impact. He recalled seeing the red striping on the other airplane and knew that it was the AT-802A. His airplane immediately started to spin and it spun 3-4 times before hitting the ground. The descent was straight down with no lateral movement. He believed that the forward windscreen blew out during the collision because the breeze was coming through the open cockpit and it was very quiet. He did not recall hearing the engine running after the collision with the AT-802A. The pilot of the AT-802 thought that he was about 500-600 ft above ground level (agl) when the collision occurred. He was familiar with the phrase, “Ferry at 5, stay alive.” He was not communicating on his radio at the time and was unaware that the pilot of the AT-802A, who he had been friends with for years, was working in the area. He also reported the larger, turbine-powered airplanes normally top out at 600-700 ft when making a reverse-direction turn, especially on cool days. He stated that there are a lot of blind spots on the AT-802 due to its large, low-mounted wing. The AT-802A was equipped with a SATLOC G4 aerial guidance system and the AT-802 was equipped with an AgPilotX GPS system. The nonvolatile memory units were sent to the NTSB Vehicle Recorders Laboratory for download and analysis of the data. The data revealed that the AT-802A departed from runway 1 at Lake Village Municipal Airport (M32), Lake Village, Arkansas, about 1655. The AT-802A made a left, climbing turn to a southwesterly heading. About 1700:35, at 289 ft (all altitudes for both airplanes are in GPS altitude), the AT-802A made a left turn to a southerly heading and descended to below 100 ft, presumably to apply chemical. Concurrently, the AT-802 was positioned to the west of the AT-802A on a southeasterly heading. The altitude of the AT-802 varied between 407 and 465 ft during the 1 minute before the collision. Based on the relative positions of both airplanes, as the AT-802A was on its southwesterly heading, the AT-802 would have been located at the pilot’s approximate 1 o’clock position. Simultaneously, about 45 seconds before the collision, as the AT-802 was flying on the southeasterly heading, the AT-802A would have been positioned at the pilot’s approximate 10 o’clock position. Just before the collision (1701:07), the AT-802 indicated 477 ft altitude and about 139 knots ground speed, while the AT-802A indicated 341 ft altitude and 110 knots ground speed. The data indicated that the AT-802A was in a climbing, left turn at the time of impact, while the AT-802 was flying relatively straight and level (see figure 1). Figure 1: Track of the AT-802 (214RL, Cyan) and the AT-802A (N749LA, Yellow). Approximate location of collision is where the lines converged. According to autopsy an report from the State Crime Laboratory, Little Rock, Arkansas, the cause of death of the pilot of the AT-802A was multipleblunt force injuries and the manner of death was accident. The sun position data at 1700 for Portland, Arkansas included an azimuth of 269.51° with an altitude of 34.67° above the horizon. The sky was clear at the time of the accident. Both airplanes crashed into fields of actively growing crops. The wreckage of the AT-802 came to rest upright in a cotton field consistent with a near-vertical descent path to the ground. The wreckage of the AT-802A was highly fragmented and the main wreckage came to rest in a soybean field. The main wreckages were about 0.25 nautical mile apart, with the AT-802 located southwest of the AT-802A. AT-802 Wreckage Examination An examination of the AT-802 wreckage revealed impact signatures to the leading edge of the left wing and forward wind screen, consistent with contact with the AT-802A. The wind screen and its frame separated in flight and were found about 50 ft southeast of the main wreckage. A large section of the left wing’s outboard leading edge was separated and missing. Red paint transfer marks matching the paint scheme of the AT-802A were found on the remaining left wing structure. The engine remained attached to the engine mount and the mount was attached to the firewall. The forward area of the engine and the surrounding cowling showed evidence of postaccident fire. An external examination of the engine revealed no evidence of an in-flight case breach or oil leak. The five-bladed propeller was separated from the engine consistent with ground impact forces; it was located immediately forward of the engine. The blades exhibited “s” bending, twisting, and chordwise scratching. The on-scene examination of the AT-802 did not reveal evidence of a preexisting malfunction or failure that would have prevented normal operation of the airplane. AT-802A Wreckage Examination The wreckage of the AT-802A was highly fragmented and spread over a path about 300 ft in length and about 75 ft wide. There was no fire observed in the AT-802A wreckage. Due to the general fragmentation of the wreckage and the similar paint schemes of both aircraft, no transfer marks were found suggesting in-flight contact with the AT-802. Both aircraft were painted yellow; however, the AT-802A had red and black paint stripes, while the AT-802 had blue and black paint stripes. The fuselage came to rest on its right side on a northeasterly heading. The fuselage separated from the wing box and came to rest adjacent to the wing. The left and right wings remained attached at the through spar as a single unit. The engine and engine mount separated from the fuselage and were found about 15 ft northeast of the cockpit area. The forward section of the engine case was fractured and loose in the debris field. An external examination of the engine revealed no evidence of an in-flight case breach or oil leak. The five-bladed propeller was separated from the engine consistent with ground impact forces at the second stage reduction gear; it was found adjacentto the right-wing leading edge. The blades exhibited “s” bending, twisting, and chordwise scratching. One of the blades was separated and was buried in the soil near the point of initial ground impact. The on-scene examination of the AT-802A did not reveal evidence of a preexisting malfunction or failure that would have prevented normal operation of the airplane.

## Aircraft 1

- Registration: [N749LA](https://openairdocs.org/deregistered/N749LA-2022-11-09), registration cancelled 2022-11-09, S/N 802A-0932, built 2021 (OpenAirDocs)
- Reported make and model: Air Tractor Inc. AT-802A
- Registry model: [Air Tractor AT-802A](https://openairdocs.org/model/air-tractor-at-802a) (registry code 0390308) (OpenAirDocs)
- Registry engine: [Pratt & Whitney Canada PT6A-65AG](https://openairdocs.org/engine/pratt-whitney-canada-pt6a-65ag) (registry code 52109, turbo-prop) (OpenAirDocs)
- Category: Airplane
- Serial number: 802A-0932
- Year built: 2021
- Airframe hours: 237
- Engines: P&W CANADA PT6A-65AG 1300 horsepower turbo prop
- Damage: Destroyed
- Flight: Aerial application, Part 137
- Operator: Westwind Air LLC
- Registered owner: Westwind Air LLC
- Airworthiness certificate: Special, Restricted (Special)
- Last inspection: 100 hour, April 1, 2022, 143 hours before
- Departed: M32, Lake Village, AR
- Equipment: Electronic primary flight display, Electronic multifunction display

## Aircraft 2

- Registration: [N214RL](https://openairdocs.org/aircraft/N214RL), registered now, S/N 802-0896, built 2021 (OpenAirDocs)
- Reported make and model: Air Tractor Inc. AT-802
- Registry model: [Air Tractor AT-802](https://openairdocs.org/model/air-tractor-at-802) (registry code 0390305) (OpenAirDocs)
- Registry engine: [Pratt & Whitney Canada PT6A-65AG](https://openairdocs.org/engine/pratt-whitney-canada-pt6a-65ag) (registry code 52109, turbo-prop) (OpenAirDocs)
- Category: Airplane
- Serial number: 802-0896
- Year built: 2021
- Airframe hours: 1029
- Engines: P&W CANADA PT6A-65AG 1300 horsepower turbo prop
- Damage: Substantial damage
- Fire: On-Ground
- Flight: Aerial application, Part 137
- Operator: Lassco LLC
- Registered owner: Lassco LLC
- Airworthiness certificate: Special, Restricted (Special)
- Last inspection: 100 hour, July 21, 2022
- Departed: PVT, Portland, AR
- Equipment: Electronic multifunction display, Electronic primary flight display

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot, aircraft N749LA; age 54; injuries: fatal; commercial; airplane ratings: single-engine sea, single-engine land; medical: class 2, without waivers/limitations; last flight review February 9, 2022; seat: center; restraint: 5-point; toxicology performed; flight hours: 17,950 total, 2,350 in this make and model
- Pilot, aircraft N214RL; age 45; injuries: serious; commercial; airplane ratings: single-engine land; medical: class 2, without waivers/limitations; last flight review March 31, 2021; seat: front; restraint: 5-point; flight hours: 17,606 total

## Weather

- Conditions: Visual (VMC), Day
- Wind: 170° at 10 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 99 °F, dew point 72 °F
- Altimeter: 29.94 inHg
- Observed at: KPBF, 62 nm away
- METAR: METAR KPBF 262153Z AUTO 17010KT 10SM CLR 37/22 A2994 RMK AO2 SLP135 T03720222

## FAA reports on this event (2)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 20220726008082A](https://openairdocs.org/incident/20220726008082A), Jul 26, 2022: Air Tractor Inc AT-802A, Portland, AR, Destroyed, 1 fatal. Aircraft "a" was transitioning southeast, after spraying a field northwest of accident sight, to home base. Aircraft "a" flight path paralled hwy 160. Aircraft…
- [Accident 20220726020762A](https://openairdocs.org/incident/20220726020762A), Jul 26, 2022: Air Tractor Inc AT-802, Portland, AR, Destroyed. Aircraft "a" was transitioning southeast, after spraying a field northwest of accident sight, to home base. Aircraft "a" flight path paralled hwy 160. Aircraft…

## Docket (29 files)

The files NTSB released with the investigation on March 20, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105589. 44.9 MB in all.

- Witness statements (item 1, PDF, 10 pages, 3.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140399&FileExtension=pdf&FileName=1%20Memorandum%20for%20Record%20508%20Witnesses_Redacted-Rel.pdf
- NTSB memorandum for record - N214RL pilot interview (item 2, PDF, 2 pages, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15139397&FileExtension=pdf&FileName=1a%20NTSB%20Memorandum%20for%20Record%20508%20Robby%20Lassiter%20Interview_Redacted-Rel.pdf
- Excerpts - pilot log N214RL (item 3, PDF, 2 pages, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140409&FileExtension=pdf&FileName=2%20Excerpts%20-%20Lassiter%20Pilot%20Log_Redacted-Rel.pdf
- N749LA pilot experience record (item 4, PDF, 2 pages, 513 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140576&FileExtension=pdf&FileName=2a%20Pilot%20Experience%20Records%20Johnson_Redacted-Rel.pdf
- Excerpts - N214RL aircraft logbook (item 5, PDF, 2 pages, 6.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140145&FileExtension=pdf&FileName=3%20Excerpts%20-%20N214RL%20Airframe%20Log_Redacted-Rel.pdf
- Excerpts - N214RL engine logbook (item 6, PDF, 2 pages, 4.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140201&FileExtension=pdf&FileName=3%20Excerpts%20-%20N214RL%20Engine%20Log_Redacted-Rel.pdf
- Excerpts - N214RL propeller logbook (item 7, PDF, 1 page, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140419&FileExtension=pdf&FileName=3%20Excerpts%20-%20N214RL%20Propeller%20Log_Redacted-Rel.pdf
- Excerpts - N749LA aircraft logbook (item 8, PDF, 3 pages, 346 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140586&FileExtension=pdf&FileName=4%20Excerpts%20-%20N749LA%20Airframe%20Log_Redacted-Rel.pdf
- Excerpts - N749LA engine logbook (item 9, PDF, 2 pages, 663 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140660&FileExtension=pdf&FileName=4%20Excerpts%20-%20N749LA%20Engine%20Log_Redacted-Rel.pdf
- Excerpts - N749LA propeller logbook (item 10, PDF, 2 pages, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140211&FileExtension=pdf&FileName=4%20Excerpts%20-%20N749LA%20Propeller%20Log_Redacted-Rel.pdf
- Sun data (item 11, PDF, 2 pages, 215 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16522019&FileExtension=pdf&FileName=Sun%20Data-Rel.pdf
- Electronic devices - specialist's factual report (item 12, PDF, 10 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15125370&FileExtension=pdf&FileName=ERA22FA338%20Electronic%20Devices%20-%20Specialist%27s%20Factual%20Report-Rel.pdf
- Attachment 1 to electronic devices - specialist's factual report (item 13, CSV, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15100933&FileExtension=csv&FileName=ERA22FA338%20Attachment%201%20to%20Electronic%20Devices%20-%20Specialist%27s%20Factual%20Report-Rel.csv
- Attachment 2 to electronic devices - specialist's factual report (item 14, CSV, 3 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15101336&FileExtension=csv&FileName=ERA22FA338%20Attachment%202%20to%20Electronic%20Devices%20-%20Specialist%27s%20Factual%20Report-Rel.csv
- N214RL aerial application track data (item 15, PDF, 2 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16521077&FileExtension=pdf&FileName=N214RL%20Aerial%20Application%20Data-Rel.pdf
- Photo array (item 16, PDF, 15 pages, 14.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140429&FileExtension=pdf&FileName=5%20Photo%20Array-Rel.pdf
- Wreckage diagram - N214RL and N749LA (item 17, PDF, 1 page, 441 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140596&FileExtension=pdf&FileName=5a%20Wreckage%20Diagram%20N214RL%20and%20N749LA-Rel.pdf
- Wreckage diagram - N749LA (item 18, PDF, 1 page, 549 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140670&FileExtension=pdf&FileName=5b%20Wreckage%20Diagram%20of%20N749LA-Rel.pdf
- Planform diagram AT-802 (item 19, PDF, 1 page, 241 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16573221&FileExtension=pdf&FileName=Planform%20Diagram%20AT-802-Rel.pdf
- Examination summary (item 20, PDF, 4 pages, 183 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140221&FileExtension=pdf&FileName=6%20Examination%20Summary-Rel.pdf
- Toxicological report - pilot of N749LA (item 21, PDF, 1 page, 172 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140439&FileExtension=pdf&FileName=7%20Tox%20Pilot%20of%20N749LA_Redacted-Rel.pdf
- NTSB memorandum for record - autopsy findings - pilot of N749LA (item 22, PDF, 1 page, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140231&FileExtension=pdf&FileName=8a%20Memorandum%20for%20Record%20508%20Autopsy%20Findings-Rel.pdf
- Medical factual (item 23, PDF, 4 pages, 163 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15198850&FileExtension=pdf&FileName=ERA22FA338_Portland_AR_Medical_Factual_FINAL_030723-Rel.pdf
- Statement of party representatives to NTSB investigation (item 24, PDF, 14 pages, 379 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16573457&FileExtension=pdf&FileName=Air%20Tractor%20Party%20Form_Redacted-Rel.pdf
- N214RL release of aircraft wreckage, NTSB form 6120.15 (item 25, PDF, 1 page, 501 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140690&FileExtension=pdf&FileName=10%20Release%20N214RL_Redacted-Rel.pdf
- Evidence control N214RL (item 26, PDF, 1 page, 507 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140241&FileExtension=pdf&FileName=10a%20Evidence%20Control%20N214RL-Rel.pdf
- N749LA release of aircraft wreckage, NTSB form 6120.15 (item 27, PDF, 1 page, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140449&FileExtension=pdf&FileName=11%20Release%20N749LA_Redacted-Rel.pdf
- Evidence control N749LA (item 28, PDF, 1 page, 502 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15140616&FileExtension=pdf&FileName=11a%20Evidence%20Control%20N749LA-Rel.pdf
- Paass safety bulletin (item 29, PDF, 1 page, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=16521472&FileExtension=pdf&FileName=FlySafe080822-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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