# NTSB FTW02FA099: Bell 206L-4, N7077B, Eugene Isld 188, March 23, 2002

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Field investigation · Final report
- Date: March 23, 2002, 07:57 local (13:57 UTC)
- Place: Eugene Isld 188
- Coordinates: 28.752777, -91.406112
- Nearby events: https://openairdocs.org/map.md?lat=28.7528&lon=-91.4061&mi=10
- Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping)
- Highest injury: Fatal
- Injuries: 1 fatal
- Status: Completed, report September 30, 2003
- Report: Approved by Office Director
- Parties: Bell Helicopter, Rolls-Royce Corporation, FAA FSDO
- NTSB case key (mKey): 54386
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW02FA099
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/54386/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=54386
- Page: https://openairdocs.org/ntsb/FTW02FA099

## Probable cause

The pilot's failure to maintain aircraft control during takeoff.  A contributing factor was the pilot's inadequate preflight which resulted in his failure to remove the left front tie down.

## Sequence of events

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

- Loss of control - in flight, takeoff
  - aircraft control - not maintained, pilot in command (cause)
  - aircraft preflight - inadequate, pilot in command (contributing factor)
  - misc eqpt/furnishings,aircraft tie-down(s) - not removed
- In flight collision with terrain/water, descent - uncontrolled
  - terrain condition - water

## Analysis

The pilot was repositioning the helicopter from an offshore helideck in order to allow another helicopter to land at the platform and refuel.  As the helicopter lifted off of the deck, the pilot lost control.  The helicopter impacted the safety fence and fell 161 feet to the water and sank.  A pilot who had landed prior to the accident, reported that he had observed the rear and right front tie down straps of the accident aircraft were removed; however, he did not notice if the left front tie down was still attached to the helicopter.  An examination of the offshore oil pumping station revealed that the right front and rear tie down straps were in a metal storage basket located on the edge of the helideck.  The left front tie down strap was fully extended and still attached to its tie down point, and laying randomly on the helideck and the damaged safety fence.  The left forward tie down fitting that is normally attached to the bottom of the fuselage underneath the copilot's seat was missing and never found.  The three insert fittings of this tie down were pulled out of the honeycomb panel in a manner consistent with a relatively vertical pull.  The examination of the tie down strap did not reveal any definitive damage that would indicate that it was subjected to overload.  The hydraulic pump, when tested, produced correct pressure and fluid flow.  The hydraulic switch in the cockpit was found in the "ON" position.  Flight control continuity was established.  The helicopter was at a gross weight of 3,866 pounds, and  its center-of-gravity (CG) was within the allowable CG limits

## Factual narrative

HISTORY OF FLIGHT

On March 23, 2002, approximately 0757 central standard time, a Bell 206L-4 helicopter, N7077B was destroyed when it impacted an offshore oil rig and the water following a loss of control during takeoff from Eugene Island 188-P helideck, located in the Gulf of Mexico.  The helicopter was registered to and operated by Petroleum Helicopters, Inc. (PHI), of Lafayette, Louisiana.  The commercial pilot, sole occupant of the helicopter, was fatally injured.  Visual meteorological conditions prevailed, and a company visual flight rules (VFR) flight plan was filed and activated for the 14 Code of Federal Regulations Part 91 positioning flight.  At the time of the accident, the pilot was repositioning the helicopter to make room to allow another helicopter to land and refuel.

The pilot of the landing helicopter reported that as the accident helicopter began to takeoff to the northeast, its nose rose "moderately" from the platform to an approximate 10-20 degrees nose high attitude, with the heels of the skids remaining on the platform.  The helicopter pivoted right 15-25 degrees and became airborne to approximately 1-2 feet above the platform.  The helicopter began to drift left while its nose rose to an approximate 30-40 degree nose-high attitude.  The pitch of the helicopter continued to increase to a nose high attitude of approximately 70-80 degrees as it drifted to the north side of the platform.  The helicopter's skids appeared to vertically touchdown and come to rest on the platform's north side safety fence.  After hesitating momentarily, the helicopter began to slide downward off the safety fence.  As the helicopter continued downward, it was rotating to the right.  The helicopter "fell 100-150 feet nose first into the water," and remained visible for approximately 5-10 seconds before sinking out of sight.  The pilot of the landing helicopter further reported that he notified the PHI Communication Center of the situation and circled the platform for approximately 25-30 minutes searching for survivors.  Only small pieces of debris, the tail boom, one aircraft float (partially inflated), and one life vest remained visible.  The skids of the helicopter remained on the platform's second level with its toes pointing upward.  The floats, which remained attached to the skids, were inflated.

PERSONNEL INFORMATION

The instrument rated commercial helicopter pilot had been employed by PHI since April 13, 1982.  According to FAA records, the pilot also held a private pilot certificate with an airplane single-engine land rating.  On July 11, 2001, the pilot completed VFR recurrent training, which included basic instrument proficiency, and demonstrated competency in the Bell 206 helicopter in accordance with FAR 135.293 and FAR 135.299.  According to the Pilot Flight Time closeout for February 2002, which was provide by PHI, the pilot had accumulated a total of 11,184 flight hours, of which 11,102 hours were in helicopters, with 3,038 hours in the Bell 206 helicopter.  The pilot held a valid second class medical certificate, issued July 24, 2001.  The certificate stipulated a limitation to have corrective lenses available for near vision when operating an aircraft.

AIRCRAFT INFORMATION

The 1993-model, yellow and black helicopter (serial number 52037), was equipped with a 650-horsepower Rolls-Royce 250C-30P turboshaft engine, a two-bladed main rotor system, and a two-bladed tail rotor.  The helicopter underwent its most recent 300-hour inspection, in accordance with its approved inspection program, on March 21, 2002, at a total airframe time of 8,965.3 hours.  The engine had accumulated a total of 7,661.5 hours at the time of the accident and underwent its last 150-hour inspection on March 6, 2002.  A review of the airframe and engine records did not reveal any anomalies or uncorrected maintenance defects.

The helicopter’s maximum gross weight was 4,450 pounds.  Witnesses reported leaving approximately 105 pounds of cargo in the baggage compartment and 20 pounds of cargo in the cabin area.  Using the pilot's weight of 228 pounds (last medical examination), the cargo weight, and an aircraft basic weight of 2,760 pounds, the weight of the helicopter at the time of the accident was 3,866 pounds with an allowable center-of-gravity (CG) range of 119.0 to 127.2 inches.  Two separate weight and balance calculations were done with the 20 pound cabin area cargo.  First on the forward facing aft seats and then on the rear facing mid seats.  In both calculations, the helicopter was within the CG range at 126.8 inches and 126.6 inches respectively.

COMMUNICATIONS

The following are from the radio communication transcript between the accident pilot (Echo 36) and pilot of the landing helicopter (Sierra 310):

0755:20 Echo 36 - Sierra 310, you up?

0755:22 Sierra 310 - Hey Charlie, are you shut down or getting ready to leave or ah, what's your status?

0755:29 Echo 36 - I just cranked up....waiting for my people to load up.........Do you need to get in for fuel?

0755:44 Sierra 310 - Yea ah, if you think they're, ah just about there.  I can circle, ah, don't matter.  I just thought I'd come in here.

0756:48 Ship Shoal - Echo 36, Ship Shoal

0756:49 Echo 36 -  Show me local Eugene Island 188 with two plus three zero.

0756:53 Ship Shoal - Echo 36, roger

0757:18 Echo 36 -  Come in here and get your fuel, Barry.

Sierra 310 - Okay Charlie, I am right behind you.

0757:30 Sierra 310 - Ship Shoal Sierra 130......

0757:38 Ship Shoal - Yea, go ahead 310

Sierra 310 - Echo 36 just crashed his helicopter on the side of Eugene Island 188...aircraft in the water and ah standby.

WRECKAGE IMPACT INFORMATION

Eugene Island 188-P, is an offshore oil pumping station located in the Gulf of Mexico at 28 degrees 45 minutes 10 seconds north latitude and 91 degrees 24 minutes 22 seconds west longitude.  The oil pumping station consists of a 40-foot by 60-foot helideck, which is 161 feet above the water, and three lower decks.

The examination of the offshore oil pumping station revealed that the right front and rear tie down straps were in a metal storage basket located on the edge of the helideck.  The left front tie down strap was fully extended and still attached to its tie down point, and laying randomly on the helideck and the damaged safety fence.  The damaged safety fence, which was located on the northwest side of the helideck, exhibited markings consistent with main rotor blade strikes and landing gear contact.  On the deck (2nd) below the helideck, the landing gear and baggage door were found.  The steel pipe railing was displaced downward with yellow and black paint transfers.  The building on the deck (3rd) below had black paint transfers near the top of the door and the metal siding above the door had a cut.  The top bar of the railing was displaced downward.  The deck (4th) below had pieces of main rotor blade spar.  The helicopter was recovered from a depth of 68 feet near the northwest side of the oil pumping station and transported to the PHI facilities located in Lafayette, Louisiana, for examination.

The left side of the nose section of the helicopter was separated from the fuselage.  The fuselage near the landing light exhibited hydro-dynamic deformation.  The roof structure had a crosswise crack beneath the main rotor transmission.  The fuselage aft of the engine was partially separated.  The left forward tie down fitting that is normally attached to the bottom of the fuselage underneath the copilot's seat was missing and never found.  The three insert fittings of this tie down were pulled out of the honeycomb panel in a manner consistent with a relatively vertical pull.  Bonding material was observed in the holes where the inserts were attached.  According to Bell Helicopter engineers, the load required to pull out the fitting varied from 2,200 to 3,200 pounds, depending on the load orientation

## Aircraft

- Registration: [N7077B](https://openairdocs.org/deregistered/N7077B-2004-10-19), registration cancelled 2004-10-19, S/N 52037, built 1993 (OpenAirDocs)
- Reported make and model: Bell 206L-4
- Registry model: [Bell 206-L4](https://openairdocs.org/model/bell-206-l4) (registry code 1182110) (OpenAirDocs)
- Registry engine: [Allison 250-C20 series](https://openairdocs.org/engine/allison-250-c20-series) (registry code 03020, turbo-prop) (OpenAirDocs)
- Category: Helicopter
- Serial number: 52037
- Airframe hours: 8965.3
- Engines: Rolls-Royce 250C-30P 650 horsepower turbo shaft
- Damage: Destroyed
- Flight: Positioning, Part 91
- Registered owner: Petroleum Helicopters, Inc.
- Airworthiness certificate: Standard, Normal
- Last inspection: AAIP, March 21, 2002, 0 hours before
- Departed: 188P, Eugene Island, GM
- Flight plan: Company VFR

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 56; injuries: fatal; private, commercial; airplane ratings: single-engine land; instrument ratings: helicopter; medical: class 2, valid medical--w/ waivers/lim; last flight review July 11, 2001; seat: right; toxicology performed; flight hours: 11,184 total, 3,071 in this make and model, 10,523 as pilot in command, 69 in the last 90 days, 23 in the last 30 days, 4 in the last 24 hours

## Weather

- Conditions: Visual (VMC), Day
- Wind: 360° at 10 knots

## 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 20020323005429A](https://openairdocs.org/incident/20020323005429A), Mar 23, 2002: Bell 206L4, Gomex, EI, No damage, 1 fatal. (-23) During takeoff from an offshore, the aircraft lost control and impacted the water and sank.

## Docket (46 files)

The files NTSB released with the investigation on July 23, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=54386. 45.5 MB in all.

- Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 524 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417032&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF
- Witness Statements (item 2, .PDF, 200 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417033&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF
- Wreckage Diagrams (item 3, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187465&FileExtension=.PDF&FileName=Wreckage%20Diagrams-Master.PDF
- Transcript of Radio Communications (item 4, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187467&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Master.PDF
- Reports from Parties to the Investigation - Bell Helicopter (item 5, .PDF, 6.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417034&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Bell%20Helicopter-Redacted.PDF
- Reports from Parties to the Investigation - Rolls-Royce (Excerpts) (item 6, .PDF, 10.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417035&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20Rolls-Royce%20(Excerpts)-Redacted.PDF
- Aircraft Maintenance Records (item 7, .PDF, 16.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417036&FileExtension=.PDF&FileName=Aircraft%20Maintenance%20Records-Redacted.PDF
- Weight and Balance (item 8, .PDF, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417037&FileExtension=.PDF&FileName=Weight%20and%20Balance-Redacted.PDF
- Pilot Records (item 9, .PDF, 479 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417038&FileExtension=.PDF&FileName=Pilot%20Records-Redacted.PDF
- Tie Down Examination Report (item 10, .PDF, 3.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417039&FileExtension=.PDF&FileName=Tie%20Down%20Examination%20Report-Redacted.PDF
- Component Testing (item 11, .PDF, 889 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417040&FileExtension=.PDF&FileName=Component%20Testing-Redacted.PDF
- Instellistart Data (item 12, .PDF, 361 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187484&FileExtension=.PDF&FileName=Instellistart%20Data-Master.PDF
- Statement of Party Representatives to NTSB Investigation (item 13, .PDF, 347 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417041&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF
- Release of Aircraft Wreckage, NTSB Form 6120.15 (item 14, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417042&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF
- Toxicological Report (item 15, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40417043&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF
- Photo 01: View of the Eugene Island 188-P pumping station. (item 16, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187493&FileExtension=.PDF&FileName=Photo%2001%3A%20%20View%20of%20the%20Eugene%20Island%20188-P%20pumping%20station.-Master.PDF
- Photo 02: View of the left front tie down still attached to tie down point and laying on helideck and safety fence. (Courtesy of PHI) (item 17, .PDF, 819 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187504&FileExtension=.PDF&FileName=Photo%2002%3A%20%20View%20of%20the%20left%20front%20tie%20down%20still%20attached%20to%20tie%20down%20point%20and%20laying%20on%20helideck%20and%20safety%20fence.%20(Courtesy%20of%20PHI)-Master.PDF
- Photo 03: View of the left front tie down attach point with tie down attached. (Courtesy of PHI) (item 18, .PDF, 694 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187495&FileExtension=.PDF&FileName=Photo%2003%3A%20%20View%20of%20the%20left%20front%20tie%20down%20attach%20point%20with%20tie%20down%20attached.%20%20(Courtesy%20of%20PHI)-Master.PDF
- Photo 04: View of the of the north end of the damaged safety fence and the landing skids which were hung up on the second level. (Courtesy of PHI) (item 19, .PDF, 692 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187496&FileExtension=.PDF&FileName=Photo%2004%3A%20%20View%20of%20the%20of%20the%20north%20end%20of%20the%20damaged%20safety%20fence%20and%20the%20landing%20skids%20which%20were%20hung%20up%20on%20the%20second%20level.%20%20(Courtesy%20of%20PHI)-Master.PDF
- Photo 05: View of the damaged north end of the safety fence from the second level. (item 20, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187497&FileExtension=.PDF&FileName=Photo%2005%3A%20%20View%20of%20the%20damaged%20north%20end%20of%20the%20safety%20fence%20from%20the%20second%20level.-Master.PDF
- Photo 06: View of damaged end of safety fence pipe. (item 21, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187499&FileExtension=.PDF&FileName=Photo%2006%3A%20%20View%20of%20damaged%20end%20of%20safety%20fence%20pipe.-Master.PDF
- Photo 07: View of other damage to the safety fence and a closer view of the landing skids. (Courtesy of PHI) (item 22, .PDF, 876 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187500&FileExtension=.PDF&FileName=Photo%2007%3A%20%20View%20of%20other%20damage%20to%20the%20safety%20fence%20and%20a%20closer%20view%20of%20the%20landing%20skids.%20%20(Courtesy%20of%20PHI)-Master.PDF
- Photo 08: View of the damaged safety fence and landing skids from the third level. (Courtesy of PHI) (item 23, .PDF, 603 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187503&FileExtension=.PDF&FileName=Photo%2008%3A%20%20View%20of%20the%20damaged%20safety%20fence%20and%20landing%20skids%20from%20the%20third%20level.%20(Courtesy%20of%20PHI)-Master.PDF
- Photo 09: View of the metal building on the third level. (item 24, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187505&FileExtension=.PDF&FileName=Photo%2009%3A%20View%20of%20the%20metal%20building%20on%20the%20third%20level.-Master.PDF
- Photo 10: Close-up view of the damage to the metal building. (item 25, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187506&FileExtension=.PDF&FileName=Photo%2010%3A%20%20Close-up%20view%20of%20the%20damage%20to%20the%20metal%20building.-Master.PDF
- Photo 11: View of a piece of main rotor blade on the fourth level. (item 26, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187507&FileExtension=.PDF&FileName=Photo%2011%3A%20%20View%20of%20a%20piece%20of%20main%20rotor%20blade%20on%20the%20fourth%20level.-Master.PDF
- Photo 12: Front view of the helicopter. (item 27, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187511&FileExtension=.PDF&FileName=Photo%2012%3A%20%20Front%20view%20of%20the%20helicopter.-Master.PDF
- Photo 13: Right front view of helicopter. (item 28, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187512&FileExtension=.PDF&FileName=Photo%2013%3A%20%20Right%20front%20view%20of%20helicopter.-Master.PDF
- Photo 14: Right rear view of the helicopter. (item 29, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187513&FileExtension=.PDF&FileName=Photo%2014%3A%20%20Right%20rear%20view%20of%20the%20helicopter.-Master.PDF
- Photo 15: Left rear view of the helicopter. (item 30, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187514&FileExtension=.PDF&FileName=Photo%2015%3A%20%20Left%20rear%20view%20of%20the%20helicopter.-Master.PDF
- Photo 16: View of the separated end of the tailboom. (item 31, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187515&FileExtension=.PDF&FileName=Photo%2016%3A%20%20View%20of%20the%20separated%20end%20of%20the%20tailboom.-Master.PDF
- Photo 17: View of the separated tailboom. (item 32, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187516&FileExtension=.PDF&FileName=Photo%2017%3A%20%20View%20of%20the%20separated%20tailboom.-Master.PDF
- Photo 18: View of tail rotor. (item 33, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187517&FileExtension=.PDF&FileName=Photo%2018%3A%20%20View%20of%20tail%20rotor.-Master.PDF
- Photo 19: Overhead view of the helicopter. (item 34, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187518&FileExtension=.PDF&FileName=Photo%2019%3A%20%20Overhead%20view%20of%20the%20helicopter.-Master.PDF
- Photo 20: View of the main rotor transmission. (item 35, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187520&FileExtension=.PDF&FileName=Photo%2020%3A%20%20View%20of%20the%20main%20rotor%20transmission.-Master.PDF
- Photo 21: View of the hydraulic servos. (item 36, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187521&FileExtension=.PDF&FileName=Photo%2021%3A%20%20View%20of%20the%20hydraulic%20servos.-Master.PDF
- Photo 22: View of the damaged main rotor blades. (item 37, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187522&FileExtension=.PDF&FileName=Photo%2022%3A%20%20View%20of%20the%20damaged%20main%20rotor%20blades.-Master.PDF
- Photo 23: View of the instrument panel. (item 38, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187523&FileExtension=.PDF&FileName=Photo%2023%3A%20%20View%20of%20the%20instrument%20panel.-Master.PDF
- Photo 24: View of the hydraulic control switch. Note that it is in the "ON" position. (item 39, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187524&FileExtension=.PDF&FileName=Photo%2024%3A%20%20View%20of%20the%20hydraulic%20control%20switch.%20%20Note%20that%20it%20is%20in%20the%20%22ON%22%20position.-Master.PDF
- Photo 25: View of the collective. (item 40, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187527&FileExtension=.PDF&FileName=Photo%2025%3A%20%20View%20of%20the%20collective.-Master.PDF
- Photo 26: View of the placard, which states "all tie downs off." (item 41, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187532&FileExtension=.PDF&FileName=Photo%2026%3A%20View%20of%20the%20placard,%20which%20states%20%22all%20tie%20downs%20off.%22-Master.PDF
- Photo 27: Right front bottom view of the fuselage. (item 42, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187538&FileExtension=.PDF&FileName=Photo%2027%3A%20Right%20front%20bottom%20view%20of%20the%20fuselage.-Master.PDF
- Photo 28: Left front bottom view of the fuselage. (item 43, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187540&FileExtension=.PDF&FileName=Photo%2028%3A%20%20Left%20front%20bottom%20view%20of%20the%20fuselage.-Master.PDF
- Photo 29: View of the area where the left front tie down fitting was separated from. (item 44, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187547&FileExtension=.PDF&FileName=Photo%2029%3A%20%20View%20of%20the%20area%20where%20the%20left%20front%20tie%20down%20fitting%20was%20separated%20from.-Master.PDF
- Photo 30: Closer view of the area of the left front tie down attach fitting. (item 45, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187543&FileExtension=.PDF&FileName=Photo%2030%3A%20%20Closer%20view%20of%20the%20area%20of%20the%20left%20front%20tie%20down%20attach%20fitting.-Master.PDF
- Photo 31: Close-up view of separated left front tie down fitting area. (item 46, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40187548&FileExtension=.PDF&FileName=Photo%2031%3A%20%20Close-up%20view%20of%20separated%20left%20front%20tie%20down%20fitting%20area.-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.

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