# NTSB LAX06FA106: Cessna 172RG, N9531B, El Cajon, CA, February 9, 2006 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: February 8, 2006, 16:42 local (Feb 9, 2006, 00:42 UTC) - Place: El Cajon, CA - Coordinates: 32.786945, -116.985557 - Nearby events: https://openairdocs.org/map.md?lat=32.7869&lon=-116.9856&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report March 26, 2007 - Report: Approved by Office Director - Parties: National Air Traffic Controllers Association, Federal Aviation Administration, Cessna Aircraft Company - NTSB case key (mKey): 63211 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX06FA106 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/63211/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=63211 - Page: https://openairdocs.org/ntsb/LAX06FA106 ## Probable cause (aircraft 2) The pilots of both airplanes failure to maintain an adequate visual lookout due to their relative flight paths, which limited the available visual cues. Factors were the failure of the air traffic controller(s) to issue a conflict alert to the Cessna 172RG after repeated visual and aural warnings of an impending collision and the task load of the certified flight instructor in the other airplane. ## Probable cause (aircraft 1) The pilots of both airplanes failure to maintain an adequate visual lookout due to their relative flight paths, which limited the available visual cues. Factors were the failure of the air traffic controller(s) to issue a conflict alert to the Cessna 172RG after repeated visual and aural warnings of an impending collision and the task load of the certified flight instructor. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Midair collision, climb - to cruise - visual lookout - inadequate, pilot in command(cfi) (cause) - excessive workload (task overload), pilot in command(cfi) (contributing factor) - visual lookout - inadequate, pilot of other aircraft (cause) - ifr separation standards - not complied with, atc personnel(artcc) (contributing factor) - traffic advisory - not issued, atc personnel(artcc) (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground - Midair collision, climb - to cruise - visual lookout - inadequate, pilot in command (cause) - visual lookout - inadequate, pilot of other aircraft (cause) - excessive workload (task overload), pilot of other aircraft (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis (aircraft 2) A Cessna 182Q and a Cessna 172RG, were operating in class D airspace and departed from the same airport. The Cessna 172RG was operating under instrument flight rules as an instructional flight (IFR) and receiving radar service from an approach control facility, while the Cessna 182 was operating under visual flight rules (VFR) and had been released from communication with air traffic control. The pilot undergoing instruction in the Cessna 172RG was most likely wearing a view limiting device which tasked the certified flight instructor seated in the right seat to serve as both an instructor and a safety pilot. The Cessna 172RG departed first, performing a right 260-degree turn over the airport and was assigned a southwest heading by the controller. The Cessna 182Q departed to the west and made a left turn, while climbing in a southeasterly direction. The heading assigned to the Cessna 172RG put it on a direct collision course with the Cessna 182Q, with a collision angle of 40 degrees. Following a discussion with the controller about the pilot's intentions upon completion of an approach, the controller instructed the Cessna 172RG to fly heading 190. The pilot read back, "One nine" and no further transmissions were received from the Cessna 172RG. In class D airspace, there is no specified separation requirement between VFR and IFR aircraft. However, controllers still have a responsibility to be vigilant for potential collisions between aircraft under these circumstances. This accident occurred after the controllers in communication with the Cessna 172RG had received a sustained conflict alert involving the Cessna 172RG and Cessna 182Q (operating on a VFR transponder code), but failed to recognize or resolve the conflict. Comparisons of the calculated convergence angles of the two airplanes showed that for an 85th percentile male seated in the left seat (Cessna did not create pilot view angles for pilots seated in the front right seat), the Cessna 172RG pilot was about 15 degrees outside of the right view angle and the Cessna 182Q pilot was within about 6 degrees of the left view angle. ## Analysis (aircraft 1) A Cessna 182Q and a Cessna 172RG, were operating in class D airspace and departed from the same airport. The Cessna 172RG was operating under instrument flight rules as an instructional flight (IFR) and receiving radar service from an approach control facility, while the Cessna 182 was operating under visual flight rules (VFR) and had been released from communication with air traffic control. The pilot undergoing instruction in the Cessna 172RG was most likely wearing a view limiting device which tasked the certified flight instructor seated in the right seat to serve as both an instructor and a safety pilot. The Cessna 172RG departed first, performing a right 260-degree turn over the airport and was assigned a southwest heading by the controller. The Cessna 182Q departed to the west and made a left turn, while climbing in a southeasterly direction. The heading assigned to the Cessna 172RG put it on a direct collision course with the Cessna 182Q, with a collision angle of 40 degrees. Following a discussion with the controller about the pilot's intentions upon completion of an approach, the controller instructed the Cessna 172RG to fly heading 190. The pilot read back, "One nine" and no further transmissions were received from the Cessna 172RG. In class D airspace, there is no specified separation requirement between VFR and IFR aircraft. However, controllers still have a responsibility to be vigilant for potential collisions between aircraft under these circumstances. This accident occurred after the controllers in communication with the Cessna 172RG had received a sustained conflict alert involving the Cessna 172RG and Cessna 182Q (operating on a VFR transponder code), but failed to recognize or resolve the conflict. Comparisons of the calculated convergence angles of the two airplanes showed that for an 85th percentile male seated in the left seat (Cessna did not create pilot view angles for pilots seated in the front right seat), the Cessna 172RG pilot was about 15 degrees outside of the right view angle and the Cessna 182Q pilot was within about 6 degrees of the left view angle. ## Factual narrative (aircraft 2) 1.1 History of the Flight On February 8, 2006, at 1642 Pacific standard time, a Cessna 172RG, N9531B, and a Cessna 182Q, N759KE, collided in flight approximately 3 miles south of the Gillespie Field Airport in El Cajon, California. Both airplanes were destroyed in the collision sequence and post impact fires. The two occupants of the Cessna 172RG and the sole occupant of the Cessna 182Q were fatally injured. The collision occurred over a densely populated residential area and multiple homes sustained damage from the falling debris; there were no reported ground injuries. Both airplanes were operated under 14 CFR Part 91, the Cessna 172RG by Scandinavian Flight Academy, Inc. as an instructional flight and the Cessna 182Q, by a private pilot, as a personal flight. The Cessna 172RG was registered to the operator and the Cessna 182Q was registered to a private company. The Cessna 172RG departed from Gillespie Field, at 1637 on an instrument flight rules (IFR) clearance and was destined for Brown Field Municipal Airport, San Diego, California, located 15 miles south of Gillespie Field. The Cessna 182Q departed from Gillespie Field at 1638 on a local visual flight rules flight (VFR) to the Brown Field Municipal Airport. Visual meteorological conditions prevailed, and included high broken cloud cover with visibility of 25 miles. 1.1.1 Air Traffic Control History The Cessna 172RG contacted Gillespie Field ground control (also working clearance delivery) at 1620:08, initially requesting a tower en route IFR clearance to McClellan-Palomar Airport, Carlsbad, California, located 24 nautical miles northwest of Gillespie Field. At 1620:31, a different voice changed the destination airport to Brown Field. The controller issued a clearance to depart via the published Gillespie Field departure procedure to Mission Bay (MZB) which was as follows: maintain 3,000 feet, expect 4,000 feet 10 minutes after departure. The pilot was given a discrete transponder code of 5276. The pilot read back the altitude clearance correctly. The Cessna 172RG requested taxi clearance at 1622 and was instructed to taxi to runway 27R. The Cessna 182Q had been engaged in VFR pattern work at Gillespie Field, executing several full stop landings and taxiing back for departure after each one. At 1633:45, the Cessna 182Q reported ready for departure at runway 27R. At 1635:52, the local controller instructed the Cessna 172RG to stand by for IFR release, and then cleared the flight for takeoff at 1637:12. The Cessna 182Q was cleared for takeoff at 1638:31. The Cessna 172RG departed to the west and then executed a right 270-degree turn in accordance with the published instrument departure procedure, crossing overhead runways 27L and 27R southbound climbing through about 1,400 feet. The pilot was instructed to contact SCT at 1638:48. The Cessna 182Q departed runway 27R at 1638:31, proceeded straight out to state highway 125 and then turned southbound. At 1640:38, the pilot requested and received permission to go off frequency. At that time, the Cessna 182Q was about 1.6 nm west of the Cessna 172RG, climbing through 1,700 feet. There was no further Gillespie Field ATCT contact with either aircraft. The Cessna 172RG contacted the SCT East Radar sector at 1639:41, climbing through 1,300 feet to 3,000 feet. The controller acknowledged. At 1640:24, the radar controller radar identified the Cessna 172RG one half mile south of Gillespie Field, instructing the pilot to maintain 2,600 feet and fly a heading of 200 degrees and expect vectors to the POGGI 336 radial. The pilot read back the wrong radial, and the controller corrected him. At 1640:54, the controller read the Brown Field weather to the pilot and told the pilot to expect the VOR-A approach. An aural alarm consistent with a conflict alert warning was audible in the background of this ATC transmission and no action was taken by ATC. Between 1641:08 and 1641:31, the Cessna 172RG pilot and controller discussed the pilot's intentions following completion of the VOR-A approach. At 1641:34, the controller instructed the Cessna 172RG to fly heading 190. The pilot read back "One nine" At 1641:43, the controller repeats the heading instruction. At 1641:46, static is heard on the frequency. The controller called the Cessna 172RG at 1641:49 and at 1641:59 with no response. At 1642:12, a pilot of Eagle Flight 87 reported, "…two uh targets just ahead of us uh down a couple thousand they were just two fireballs and uh both look like they hit the ground." The controller acknowledged, and at 1642:24 another pilot confirmed the report. 1.1.2 Radar Information Recorded radar data was obtained from the Southern California Terminal Radar Approach Control (SCT) facility using data from the airport surveillance radar (ASR-9) located near Miramar, California. The radar data was analyzed for time frame and proximity to the anticipated flight tracks of the airplanes en route from Gillespie. Based on the information, two radar tracks were located that were consistent with the respective paths of flight. The Cessna 172RG was directly overhead the airport at 1639:55 at an elevation of 1,300 feet mean sea level (msl) and its path of travel was generally southbound. At 1640:51, the Cessna 172RG was climbing through 1,900 feet msl and the flight path changed to a south-southwest direction while it was overhead of Interstate 8. At 1640:00, the Cessna 182 was west-southwest bound at an elevation of 1,200 feet msl. The Cessna 182 climbed through 1,900 feet at 1640:51 and was established in a south-southeast direction of flight after transitioning from the upwind leg. The respective airplanes' courses continued in the aforementioned directions with the Cessna 172RG slightly ahead and higher than the Cessna 182, until the collision, at approximately 1642 and at an elevation of 2,300 feet msl. 1.1.3 Witness Information A witness, who was a professional airline pilot, observed the accident while located at a private residence in the Mount Helix area. He noted two airplanes flying approximately 1,800 feet mean sea level (msl), with one flying southwest bound and the other moving eastward. They were both high-wing airplanes and one appeared to be larger than the other, with a size differentiation similar to a Cessna 152 in comparison to a Cessna 172. The airplanes appeared to be in the Gillespie Field class D airspace when the eastbound airplane impacted the right side of the southwest bound airplane. Upon impact, there was an instant ball of fire and the wings separated from the fuselages of the airplanes as they descended to the ground. Another witness was driving her car westbound, approaching Interstate 8 (I-8). She looked upward to the sky and noticed an airplane following I-8 in an eastward direction. She subsequently observed another airplane flying westbound, which appeared at a slightly lower altitude. If the airplanes continued on their present paths, it appeared that their respective paths would intersect. The airplanes did not appear to be in distress. As she continued to watch the airplanes, the airplane flying east impacted the airplane flying west at its approximate 3-o'clock position. The eastbound airplane appeared to impact the westbound airplane on the right side from its front to middle section. The witness did not see an immediate fire but soon after the collision, pieces fell from the airplanes in an arc-like pattern. 1.2 Other Damage Debris was scattered from the airplanes across a 6-block area consisting of a residential neighborhood and a park. As the right wing of the Cessna 182Q landed in front of a residence, fuel sprayed from the fuel bladder onto the front of the residence, which subsequently sustained considerable fire damage. The left wing of the Cessna 172RG landed on a residence, penetrating the structure; the right wing landed in a ## Factual narrative (aircraft 1) 1.1 History of the Flight On February 8, 2006, at 1642 Pacific standard time, a Cessna 172RG, N9531B, and a Cessna 182Q, N759KE, collided in flight approximately 3 miles south of the Gillespie Field Airport in El Cajon, California. Both airplanes were destroyed in the collision sequence and post impact fires. The two occupants of the Cessna 172RG and the sole occupant of the Cessna 182Q were fatally injured. The collision occurred over a densely populated residential area and multiple homes sustained damage from the falling debris; there were no reported ground injuries. Both airplanes were operated under 14 CFR Part 91, the Cessna 172RG by Scandinavian Flight Academy, Inc. as an instructional flight and the Cessna 182Q, by a private pilot, as a personal flight. The Cessna 172RG was registered to the operator and the Cessna 182Q was registered to a private company. The Cessna 172RG departed from Gillespie Field, at 1637 on an instrument flight rules (IFR) clearance and was destined for Brown Field Municipal Airport, San Diego, California, located 15 miles south of Gillespie Field. The Cessna 182Q departed from Gillespie Field at 1638 on a local visual flight rules flight (VFR) to the Brown Field Municipal Airport. Visual meteorological conditions prevailed, and included high broken cloud cover with visibility of 25 miles. 1.1.1 Air Traffic Control History The Cessna 172RG contacted Gillespie Field ground control (also working clearance delivery) at 1620:08, initially requesting a tower en route IFR clearance to McClellan-Palomar Airport, Carlsbad, California, located 24 nautical miles northwest of Gillespie Field. At 1620:31, a different voice changed the destination airport to Brown Field. The controller issued a clearance to depart via the published Gillespie Field departure procedure to Mission Bay (MZB) which was as follows: maintain 3,000 feet, expect 4,000 feet 10 minutes after departure. The pilot was given a discrete transponder code of 5276. The pilot read back the altitude clearance correctly. The Cessna 172RG requested taxi clearance at 1622 and was instructed to taxi to runway 27R. The Cessna 182Q had been engaged in VFR pattern work at Gillespie Field, executing several full stop landings and taxiing back for departure after each one. At 1633:45, the Cessna 182Q reported ready for departure at runway 27R. At 1635:52, the local controller instructed the Cessna 172RG to stand by for IFR release, and then cleared the flight for takeoff at 1637:12. The Cessna 182Q was cleared for takeoff at 1638:31. The Cessna 172RG departed to the west and then executed a right 270-degree turn in accordance with the published instrument departure procedure, crossing overhead runways 27L and 27R southbound climbing through about 1,400 feet. The pilot was instructed to contact SCT at 1638:48. The Cessna 182Q departed runway 27R at 1638:31, proceeded straight out to state highway 125 and then turned southbound. At 1640:38, the pilot requested and received permission to go off frequency. At that time, the Cessna 182Q was about 1.6 nm west of the Cessna 172RG, climbing through 1,700 feet. There was no further Gillespie Field ATCT contact with either aircraft. The Cessna 172RG contacted the SCT East Radar sector at 1639:41, climbing through 1,300 feet to 3,000 feet. The controller acknowledged. At 1640:24, the radar controller radar identified the Cessna 172RG one half mile south of Gillespie Field, instructing the pilot to maintain 2,600 feet and fly a heading of 200 degrees and expect vectors to the POGGI 336 radial. The pilot read back the wrong radial, and the controller corrected him. At 1640:54, the controller read the Brown Field weather to the pilot and told the pilot to expect the VOR-A approach. An aural alarm consistent with a conflict alert warning was audible in the background of this ATC transmission and no action was taken by ATC. Between 1641:08 and 1641:31, the Cessna 172RG pilot and controller discussed the pilot's intentions following completion of the VOR-A approach. At 1641:34, the controller instructed the Cessna 172RG to fly heading 190. The pilot read back "One nine" At 1641:43, the controller repeats the heading instruction. At 1641:46, static is heard on the frequency. The controller called the Cessna 172RG at 1641:49 and at 1641:59 with no response. At 1642:12, a pilot of Eagle Flight 87 reported, "…two uh targets just ahead of us uh down a couple thousand they were just two fireballs and uh both look like they hit the ground." The controller acknowledged, and at 1642:24 another pilot confirmed the report. 1.1.2 Radar Information Recorded radar data was obtained from the Southern California Terminal Radar Approach Control (SCT) facility using data from the airport surveillance radar (ASR-9) located near Miramar, California. The radar data was analyzed for time frame and proximity to the anticipated flight tracks of the airplanes en route from Gillespie. Based on the information, two radar tracks were located that were consistent with the respective paths of flight. The Cessna 172RG was directly overhead the airport at 1639:55 at an elevation of 1,300 feet mean sea level (msl) and its path of travel was generally southbound. At 1640:51, the Cessna 172RG was climbing through 1,900 feet msl and the flight path changed to a south-southwest direction while it was overhead of Interstate 8. At 1640:00, the Cessna 182 was west-southwest bound at an elevation of 1,200 feet msl. The Cessna 182 climbed through 1,900 feet at 1640:51 and was established in a south-southeast direction of flight after transitioning from the upwind leg. The respective airplanes' courses continued in the aforementioned directions with the Cessna 172RG slightly ahead and higher than the Cessna 182, until the collision, at approximately 1642 and at an elevation of 2,300 feet msl. 1.1.3 Witness Information A witness, who was a professional airline pilot, observed the accident while located at a private residence in the Mount Helix area. He noted two airplanes flying approximately 1,800 feet mean sea level (msl), with one flying southwest bound and the other moving eastward. They were both high-wing airplanes and one appeared to be larger than the other, with a size differentiation similar to a Cessna 152 in comparison to a Cessna 172. The airplanes appeared to be in the Gillespie Field class D airspace when the eastbound airplane impacted the right side of the southwest bound airplane. Upon impact, there was an instant ball of fire and the wings separated from the fuselages of the airplanes as they descended to the ground. Another witness was driving her car westbound, approaching Interstate 8 (I-8). She looked upward to the sky and noticed an airplane following I-8 in an eastward direction. She subsequently observed another airplane flying westbound, which appeared at a slightly lower altitude. If the airplanes continued on their present paths, it appeared that their respective paths would intersect. The airplanes did not appear to be in distress. As she continued to watch the airplanes, the airplane flying east impacted the airplane flying west at its approximate 3-o'clock position. The eastbound airplane appeared to impact the westbound airplane on the right side from its front to middle section. The witness did not see an immediate fire but soon after the collision, pieces fell from the airplanes in an arc-like pattern. 1.2 Other Damage Debris was scattered from the airplanes across a 6-block area consisting of a residential neighborhood and a park. As the right wing of the Cessna 182Q landed in front of a residence, fuel sprayed from the fuel bladder onto the front of the residence, which subsequently sustained considerable fire damage. The left wing of the Cessna 172RG landed on a residence, penetrating the structure; the right wing landed in a pa ## Aircraft 1 - Registration: [N9531B](https://openairdocs.org/deregistered/N9531B-2006-08-23), registration cancelled 2006-08-23, S/N 172RG0859, built 1981 (OpenAirDocs) - Reported make and model: Cessna 172RG - Registry model: [Cessna 172RG](https://openairdocs.org/model/cessna-172rg) (registry code 2072438) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172RG0859 - Airframe hours: 5429 - Engines: Textron Lycoming O-360-F1A6 180 hp reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Instructional, Part 91 - Registered owner: Scandinavian Aviation Academy, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, November 1, 2005, 66 hours before - Departed: KSEE, El Cajon, CA - Destination: KSDM, Brown Field, CA - Flight plan: IFR ## Aircraft 2 - Registration: [N759KE](https://openairdocs.org/deregistered/N759KE-2009-02-17), registration cancelled 2009-02-17, S/N 18266048, built 1977 (OpenAirDocs) - Reported make and model: Cessna 182Q - Registry model: [Cessna 182Q](https://openairdocs.org/model/cessna-182q) (registry code 2072732) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18266048 - Airframe hours: 2958.87 - Engines: Teledyne Continental O-470-U 230 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: William Kupiec - Registered owner: Signal Mountain Aviation, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 1, 2006, 3 hours before - Departed: KSEE, El Cajon, CA - Destination: KSDM, San Diego, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor, aircraft N9531B; age 22; injuries: fatal; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review January 1, 2006; seat: right; toxicology performed; flight hours: 570 total, 435 as pilot in command, 45 in the last 90 days, 27 in the last 30 days - Other flight crew, aircraft N9531B; age 23; injuries: fatal; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; seat: left; toxicology performed; flight hours: 305 total - Pilot, aircraft N759KE; age 68; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review March 1, 2005; seat: right; toxicology performed; flight hours: 322 total, 233 in this make and model, 145 as pilot in command, 36 in the last 90 days, 20 in the last 30 days, 1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 260° at 8 knots - Visibility: 25 statute miles - Lowest ceiling: 20,000 ft broken - Temperature: 73 °F - Altimeter: 29.93 inHg - Observed at: KSEE, 3 nm away ## 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 20060208001971A](https://openairdocs.org/incident/20060208001971A), Feb 8, 2006: Cessna 172RG, El Cajon, CA, Destroyed, 2 fatal. (-23) On 02/08/06 N9531B, a Cessna 172RG, departed IFR from Gillespie field (ksee) at 1637 PST, enroute to brown field, (ksdm). At 1638 PST, N759KE, a Cessna… - [Accident 20060208001972A](https://openairdocs.org/incident/20060208001972A), Feb 8, 2006: Cessna 182Q, El Cajon, CA, Destroyed, 1 fatal. (-23) On 02/08/06 N9531B, a Cessna 172RG, departed IFR from Gillespie field (ksee) at 1637 PST, enroute to brown field, (ksdm). At 1638 PST, N759KE, a Cessna… ## Docket (32 files) The files NTSB released with the investigation on February 12, 2007, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=63211. 21.3 MB in all. - ATC 3 - Factual Report of Group Chairman (item 1, .PDF, 294 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40261249&FileExtension=.PDF&FileName=ATC%203%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 505 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267147&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statement Summary- Adams (item 3, .PDF, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267125&FileExtension=.PDF&FileName=Witness%20Statement%20Summary-%20Adams-Master.PDF - Witness Statement Summary- Isaak (item 4, .PDF, 14 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267130&FileExtension=.PDF&FileName=Witness%20Statement%20Summary-%20Isaak-Master.PDF - Police Witness Statements5 (item 5, .PDF, 275 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475228&FileExtension=.PDF&FileName=Police%20Witness%20Statements5-Redacted.PDF - 172RG - Rangeby Logbook (item 6, .PDF, 342 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40272167&FileExtension=.PDF&FileName=172RG%20-%20Rangeby%20Logbook-Redacted.PDF - 172RG- SAA Email (item 7, .PDF, 16 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475229&FileExtension=.PDF&FileName=172RG-%20SAA%20Email-Redacted.PDF - 172RG- Sigurdson Flight Time (item 8, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475230&FileExtension=.PDF&FileName=172RG-%20Sigurdson%20Flight%20Time-Redacted.PDF - 172RG - Maintenance Logbook Excerpts (item 9, .PDF, 155 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475231&FileExtension=.PDF&FileName=172RG%20-%20Maintenance%20Logbook%20Excerpts-Redacted.PDF - 182- GPS Download (item 10, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267157&FileExtension=.PDF&FileName=182-%20GPS%20Download-Redacted.PDF - 182- Kupiec Record of Conversation (item 11, .PDF, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267158&FileExtension=.PDF&FileName=182-%20Kupiec%20Record%20of%20Conversation-Master.PDF - 182 - Kupiec Flight Time Logbook (item 12, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40272169&FileExtension=.PDF&FileName=182%20-%20Kupiec%20Flight%20Time%20Logbook-Redacted.PDF - 182- Fueling Record (item 13, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267664&FileExtension=.PDF&FileName=182-%20Fueling%20Record-Redacted.PDF - 182- Maintenance Logbook Excerpts (item 14, .PDF, 418 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267156&FileExtension=.PDF&FileName=182-%20Maintenance%20Logbook%20Excerpts-Redacted.PDF - Cessna Visibility Study (item 15, .PDF, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40261544&FileExtension=.PDF&FileName=Cessna%20Visibility%20Study-Master.PDF - Sun Data (item 16, .PDF, 11 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475232&FileExtension=.PDF&FileName=Sun%20Data-Redacted.PDF - FAA Aircraft Accident Package (item 17, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475233&FileExtension=.PDF&FileName=FAA%20Aircraft%20Accident%20Package-Redacted.PDF - Toxicological Reports (item 18, .PDF, 180 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475234&FileExtension=.PDF&FileName=Toxicological%20Reports-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 19, .PDF, 312 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267135&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 20, .PDF, 177 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40475236&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Aerial Photo (item 21, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267145&FileExtension=.PDF&FileName=Aerial%20Photo-Master.PDF - Photo 1. 172RG Main Wreckage (item 22, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267665&FileExtension=.PDF&FileName=Photo%201.%20%20172RG%20Main%20Wreckage-Master.PDF - Photo 2. 172RG Left Wing (item 23, .PDF, 813 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267666&FileExtension=.PDF&FileName=Photo%202.%20%20172RG%20Left%20Wing-Master.PDF - Photo 3. 172RG Propeller (item 24, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267667&FileExtension=.PDF&FileName=Photo%203.%20%20172RG%20Propeller-Master.PDF - Photo 4. 172RG Right Wing (item 25, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267668&FileExtension=.PDF&FileName=Photo%204.%20%20172RG%20Right%20Wing-Master.PDF - Photo 5. 182 Main Wreckage (item 26, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267669&FileExtension=.PDF&FileName=Photo%205.%20%20182%20Main%20Wreckage-Master.PDF - Photo 6. 182 Main Wreckage Tree Removed (item 27, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267670&FileExtension=.PDF&FileName=Photo%206.%20%20182%20Main%20Wreckage%20Tree%20Removed-Master.PDF - Photo 7. 182 Empennage (item 28, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267671&FileExtension=.PDF&FileName=Photo%207.%20%20182%20Empennage-Master.PDF - Photo 8. 182 Right Wing (item 29, .PDF, 894 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267672&FileExtension=.PDF&FileName=Photo%208.%20%20182%20Right%20Wing-Master.PDF - Photo 9. 182 Left Wing (item 30, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267673&FileExtension=.PDF&FileName=Photo%209.%20%20182%20Left%20Wing-Master.PDF - Photo 10. 182 Propeller Blade (item 31, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267674&FileExtension=.PDF&FileName=Photo%2010.%20%20182%20Propeller%20Blade-Master.PDF - Photo 11. 182 Blue Paint Mark (item 32, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40267675&FileExtension=.PDF&FileName=Photo%2011.%20%20182%20Blue%20Paint%20Mark-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.