# NTSB MIA00FA103: Cessna 172K, N79960, Sarasota, FL, March 9, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 9, 2000, 10:35 local (15:35 UTC) - Place: Sarasota, FL - Coordinates: 27.399469, -82.529396 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.3995&lon=-82.5294&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal - Status: Completed, report May 4, 2001 - Report: Approved by Office Director - Safety recommendations: Yes - NTSB case key (mKey): 48775 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA00FA103 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48775/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=48775 - Page: https://openairdocs.org/ntsb/MIA00FA103 ## Probable cause (aircraft 2) The failure of the supervisor/ground controller and the local controller to provide effective separation between the accident airplanes on the runway, resulting in a collision during takeoff. Contributing to the accident was the failure of the pilot and pilot-rated passenger on board N79960 to ensure that the runway was clear of traffic before taxiing onto the runway. Also contributing to the accident was the failure of air traffic control guidance and procedures to incorporate redundant methods of verifying aircraft position for both controllers and pilots. ## Probable cause (aircraft 1) The failure of the supervisor/ground controller and the local controller to provide effective separation between the accident airplanes on the runway, resulting in a collision during takeoff. Contributing to the accident was the failure of the pilot and pilot-rated passenger on board N79960 to ensure that the runway was clear of traffic before taxiing onto the runway. Also contributing to the accident was the failure of air traffic control guidance and procedures to incorporate redundant methods of verifying aircraft position for both controllers and pilots. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Collision between aircraft (other than midair), takeoff - control tower service - inadequate, atc personnel(lcl/gnd/clnc) (cause) - visual lookout - inadequate, flightcrew (cause) - procedure inadequate, faa(other/organization) (cause) - Collision between aircraft (other than midair), takeoff - control tower service - inadequate, atc personnel(lcl/gnd/clnc) (cause) - visual lookout - inadequate, flightcrew of other aircraft (cause) - procedure inadequate, faa(other/organization) (cause) ## Analysis (aircraft 2) At 1024:46, the pilot of N89827 called the Sarasota Bradenton International Airport (SRQ), Sarasota, Florida, ground control/clearance delivery controller (GC) requesting a visual flight rules departure. N89827 originated at the Dolphin Aviation ramp, which is located on the south side of SRQ. At 1025:24, the SRQ GC instructed N89827 to 'taxi to runway [14].' Taxiway A, which is adjacent to the Dolphin Aviation ramp, runs parallel to runway 14 and joins it at the end. N89827 proceeded to runway 14 via taxiway A. As the GC issued the taxi instructions to N89827, he was relieved by the supervisor/ground controller (SGC). The GC provided a relief briefing to the SGC and left the tower cab. At 1028:03, the pilot of N79960 transmitted to ground control that he was 'at [J]ones and ready to taxi.' The Jones Aviation ramp is on the north side of SRQ; aircraft originating at the Jones Aviation ramp intending to use runway 14 are normally assigned intersection departures from taxiway F. The Aeronautical Information Manual, Pilot/Controller Glossary, defines an intersection departure as 'a departure from any runway intersection except the end of the runway.' (The pilot in the right front seat of N79960 held a pilot certificate issued by the Federal Aviation Administration [FAA]. The pilot in the left front seat held a pilot certificate issued by the Canadian Civil Aviation Authority. Although the investigation could not determine which pilot in N79960 was operating the controls, only the right seat pilot was certified by the FAA; therefore, he was the only pilot on board authorized to act as pilot-in-command. Accordingly, this brief will refer to the right seat pilot as 'the pilot' and the left seat pilot as 'the pilot-rated passenger.') At 1028:45, the SGC cleared N79960 to 'taxi to runway [14].' N79960 held at the intersection of runway 14 and taxiway F. Although the pilot's reported position at the Jones Aviation ramp would suggest an intersection departure at taxiway F, the SGC annotated the flight progress strip for N79960 to indicate that it would be positioned for takeoff from the approach end of runway 14. The SGC told investigators after the accident that he did not recall N79960 originating at the Jones Aviation ramp and that his issuance of the taxi instructions to runway 14, with no mention of the taxiway F intersection, indicated that he must have thought that the airplane was originating at the Dolphin Aviation ramp. At 1030:42, the pilot of N89827 made his first contact with the local controller (LC), stating that he was 'ready for takeoff.' (About the time of this transmission, another airplane, a Cessna 172, N52553, was positioned behind N89827 on taxiway A waiting for departure.) At 1032:46, the pilot of N79960 made his first contact with the LC, stating, 'we're number two ready for takeoff.' (About the time of this transmission, N79960 was positioned behind another airplane, N5287V, which was on taxiway F waiting for an intersection departure.) At 1033:57, the LC instructed N89827 to 'taxi into position and hold' and stated, 'traffic will depart downfield also.' At 1034:22, the LC cleared N5287V for takeoff from the taxiway F intersection. After N5287V's departure, at 1034:43, the LC cleared N89827 for takeoff from the approach end of runway 14. At 1034:47, the pilot of N89827 acknowledged the takeoff clearance. At 1034:51, the LC instructed N79960 to 'taxi into position and hold' on runway 14, which the pilot acknowledged. About 6 1/2 seconds elapsed between the two pilots' transmissions. According to a postaccident interview with the LC, on the basis of the information in the flight progress strip, he believed that N79960 was positioned for takeoff at the approach end of runway 14. When N89827 began its takeoff roll from the approach end of runway 14, the LC erroneously believed that it was safe to instruct N79960 to taxi onto the runway for departure. Witnesses stated that when N89827 obtained takeoff speed near the 6,000-foot remaining marker (about 200 feet from the collision point), N79960 entered the runway from a taxiway (F) on the left side of the runway. Witnesses further stated that N89827 lifted off and turned to the right in what appeared to be an attempt to avoid a collision with N79960. Witnesses indicated that N89827 appeared to stall and that the left wing dropped to a wings-level attitude. About 15 seconds after N79960's acknowledgement of the taxi-into-position-and-hold clearance, a loud burst of static and an emergency locator transmitter signal can be heard on the air traffic control voice tape. N89827 impacted the top of N79960 on runway 14 at the taxiway F intersection. N89827's propeller contacted N79960's aft cabin roof, inboard wing flaps, and fuel tanks. Upon impact, a fire immediately erupted in N79960's fuel tanks. N79960 flipped inverted over the left wing and nose of N89827, and N89827's propeller separated from the engine. The two airplanes came to rest about 75 feet down the runway from the initial impact point on about a 300-degree heading. N89827 was found inverted on the runway, and N79960 was found inverted on top of N89827. ## Analysis (aircraft 1) At 1024:46, the pilot of N89827 called the Sarasota Bradenton International Airport (SRQ), Sarasota, Florida, ground control/clearance delivery controller (GC) requesting a visual flight rules departure. N89827 originated at the Dolphin Aviation ramp, which is located on the south side of SRQ. At 1025:24, the SRQ GC instructed N89827 to 'taxi to runway [14].' Taxiway A, which is adjacent to the Dolphin Aviation ramp, runs parallel to runway 14 and joins it at the end. N89827 proceeded to runway 14 via taxiway A. As the GC issued the taxi instructions to N89827, he was relieved by the supervisor/ground controller (SGC). The GC provided a relief briefing to the SGC and left the tower cab. At 1028:03, the pilot of N79960 transmitted to ground control that he was 'at [J]ones and ready to taxi.' The Jones Aviation ramp is on the north side of SRQ; aircraft originating at the Jones Aviation ramp intending to use runway 14 are normally assigned intersection departures from taxiway F. The Aeronautical Information Manual, Pilot/Controller Glossary, defines an intersection departure as 'a departure from any runway intersection except the end of the runway.' (The pilot in the right front seat of N79960 held a pilot certificate issued by the Federal Aviation Administration [FAA]. The pilot in the left front seat held a pilot certificate issued by the Canadian Civil Aviation Authority. Although the investigation could not determine which pilot in N79960 was operating the controls, only the right seat pilot was certified by the FAA; therefore, he was the only pilot on board authorized to act as pilot-in-command. Accordingly, this brief will refer to the right seat pilot as 'the pilot' and the left seat pilot as 'the pilot-rated passenger.') At 1028:45, the SGC cleared N79960 to 'taxi to runway [14].' N79960 held at the intersection of runway 14 and taxiway F. Although the pilot's reported position at the Jones Aviation ramp would suggest an intersection departure at taxiway F, the SGC annotated the flight progress strip for N79960 to indicate that it would be positioned for takeoff from the approach end of runway 14. The SGC told investigators after the accident that he did not recall N79960 originating at the Jones Aviation ramp and that his issuance of the taxi instructions to runway 14, with no mention of the taxiway F intersection, indicated that he must have thought that the airplane was originating at the Dolphin Aviation ramp. At 1030:42, the pilot of N89827 made his first contact with the local controller (LC), stating that he was 'ready for takeoff.' (About the time of this transmission, another airplane, a Cessna 172, N52553, was positioned behind N89827 on taxiway A waiting for departure.) At 1032:46, the pilot of N79960 made his first contact with the LC, stating, 'we're number two ready for takeoff.' (About the time of this transmission, N79960 was positioned behind another airplane, N5287V, which was on taxiway F waiting for an intersection departure.) At 1033:57, the LC instructed N89827 to 'taxi into position and hold' and stated, 'traffic will depart downfield also.' At 1034:22, the LC cleared N5287V for takeoff from the taxiway F intersection. After N5287V's departure, at 1034:43, the LC cleared N89827 for takeoff from the approach end of runway 14. At 1034:47, the pilot of N89827 acknowledged the takeoff clearance. At 1034:51, the LC instructed N79960 to 'taxi into position and hold' on runway 14, which the pilot acknowledged. About 6 1/2 seconds elapsed between the two pilots' transmissions. According to a postaccident interview with the LC, on the basis of the information in the flight progress strip, he believed that N79960 was positioned for takeoff at the approach end of runway 14. When N89827 began its takeoff roll from the approach end of runway 14, the LC erroneously believed that it was safe to instruct N79960 to taxi onto the runway for departure. Witnesses stated that when N89827 obtained takeoff speed near the 6,000-foot remaining marker (about 200 feet from the collision point), N79960 entered the runway from a taxiway (F) on the left side of the runway. Witnesses further stated that N89827 lifted off and turned to the right in what appeared to be an attempt to avoid a collision with N79960. Witnesses indicated that N89827 appeared to stall and that the left wing dropped to a wings-level attitude. About 15 seconds after N79960's acknowledgement of the taxi-into-position-and-hold clearance, a loud burst of static and an emergency locator transmitter signal can be heard on the air traffic control voice tape. N89827 impacted the top of N79960 on runway 14 at the taxiway F intersection. N89827's propeller contacted N79960's aft cabin roof, inboard wing flaps, and fuel tanks. Upon impact, a fire immediately erupted in N79960's fuel tanks. N79960 flipped inverted over the left wing and nose of N89827, and N89827's propeller separated from the engine. The two airplanes came to rest about 75 feet down the runway from the initial impact point on about a 300-degree heading. N89827 was found inverted on the runway, and N79960 was found inverted on top of N89827. ## Factual narrative (aircraft 2) Same as narrative for MIA00FA103A. ## Factual narrative (aircraft 1) HISTORY OF FLIGHT On March 9, 2000, about 1035 eastern standard time, [NOTE 1] a Cessna 172K, N79960, registered to Sarasota Flying Club, Inc., and operating as a 14 Code of Federal Regulations (CFR) Part 91 personal flight, and a Cessna 152, N89827, registered to Cirrus Aviation, Inc., and operating as a 14 CFR Part 91 instructional flight, collided during takeoff on runway 14 at the Sarasota Bradenton International Airport (SRQ), Sarasota, Florida. Visual meteorological conditions prevailed at the time. No flight plans were filed, nor were they required to be. The airline transport-rated pilot and pilot-rated passenger on board N79960 were killed, and the commercial-rated flight instructor and student pilot on board N89827 were killed. Both airplanes were destroyed. At 1024:46, the pilot of N89827, which was at the Dolphin Aviation ramp, [NOTE 2] called the SRQ ground control/clearance delivery controller (GC) requesting a visual flight rules (VFR) departure. At 1025:24, the GC instructed N89827 to taxi to runway 14. N89827 proceeded to runway 14 via taxiway A. As the GC issued the taxi instructions to N89827, he was relieved by the supervisor/ground controller (SGC), who prepared a flight progress strip for N89827 indicating that the airplane was instructed to taxi to the end of runway 14 and passed it to the local controller (LC). The GC then provided a relief briefing to the SGC and left the tower cab. At 1025:46, the pilot of N52553, a Cessna 172, called for an instrument flight rules (IFR) clearance. At 1025:56, the pilot of N5287V, a Cessna Cutlass, transmitted the following message: "Sarasota clearance seneca [er] cutlass five two eight seven victor at Jones aero [NOTE 3] with mike...negative radar to Clearwater air park." At 1026:11, the SGC issued a Class C clearance and transponder code to N5287V. The pilot of N5287V indicated that he was ready to taxi and that he was at "Jones aero." At 1026:34, the SGC instructed N5287V to "taxi westbound from Jones runway [14] foxtrot intersection." The SGC prepared a flight progress strip on N5287V indicating "14/F" and "PASE" (indicating that the airplane was a Piper Seneca). The pilot of N5287V stated that he "missed the last part," and the SGC stated, "expect the runway [14] foxtrot intersection." At 1026:46, the pilot of N5287V acknowledged the instruction, but the last part of his transmission was covered by the initial call of N79960. At 1026:55, the SGC advised N79960 to stand by and issued the IFR clearance to N52533. The pilot of N52533 stated that he was not yet ready to taxi. At 1028:03, the pilot of N79960 [NOTE 4] stated, "at Jones and ready to taxi." The SGC issued a Class C clearance and transponder code to N79960, which the pilot acknowledged. At 1028:45, the SGC instructed N79960 to "taxi to runway[14]," which the pilot acknowledged. The SGC prepared a flight strip on N79960 indicating "14." N79960 proceeded via taxiway F and held short of runway 14 at the intersection. [NOTE 5] At 1028:52, the pilot of N52553 stated that he was "ready to taxi." The SGC confirmed N52553's location at the Dolphin Aviation ramp and issued taxi instructions "to runway [14]," which the pilot acknowledged. At 1029:41, N9801Y, a Mooney that had just landed, requested a taxi back to runway 14. At 1030:05, the SGC stated, "calling for taxiback, say again." The pilot of N9801Y responded that he would "like to taxi back and takeoff again"; the SGC advised N9801Y to stand by. At 1030:33, the pilot of N215JA, a Cessna 152 that was at Jones Aviation, stated, "we are ready to taxi." At 1030:37, the SGC instructed N9801Y to "taxi to runway [14]." At 1030:58, the pilot of N215JA stated, "at Jones...would like negative radar class C service toward Venice please." The SGC issued a Class C clearance and transponder code and directed N215JA to "taxi westbound to runway [14] foxtrot intersection." At taxiway A, N89827, N52553, and N9801Y were waiting in sequence; at taxiway F, N5287V, N79960, and N215JA were waiting in sequence. At 1030:42, the pilot of N89827 made his first contact with the LC and stated, "ready for takeoff"; the LC instructed N89827 to "hold short." At 1031:08, the LC asked, "who's at the approach end of runway [14] ready to depart?" The pilot of N89827 stated, "eight two seven," and the LC stated, "I show you at foxtrot." At 1031:15, the pilot of N5287V transmitted, "no sir, that's eight seven victor at foxtrot"; the LC acknowledged the transmission. At 1031:29, the LC asked the pilot of N5287V if he was ready to depart; the pilot responded "affirmative." The LC stated, "I show you as a seneca...you're not a seneca are you?" The pilot stated, "no...I'm used to flying a seneca." The LC instructed N5287V to hold short. At 1032:46, the pilot of N79960 made his first contact with the LC and stated, "this is...nine six zero we're number two ready for takeoff." The LC advised N79960 that it was "number three for departure, hold short." At 1033:57, the LC stated to N89827, "runway [14], taxi into position and hold, traffic will depart down field also." At 1034:06, the LC instructed N5287V, "runway [14] at fox[trot], taxi into position and hold." The pilot of N5287V acknowledged the instruction. At 1034:22, the LC cleared N5287V for takeoff from the taxiway F intersection. The LC waited until N5287V became airborne, and at 1034:43, he cleared N89827 for takeoff from the approach end of runway 14, which the pilot acknowledged. Witnesses stated that they observed N89827 begin a takeoff roll from the end of runway 14. At 1034:51, the LC instructed N79960 to "taxi into position and hold," which the pilot acknowledged. Witnesses stated that when N89827 reached takeoff speed (near the 6,000-foot remaining marker), N79960 entered the runway from a taxiway on the left side of the runway. Witnesses further indicated that after N89827 lifted off and was a few feet in the air, it turned right in what appeared to be an attempt to avoid a collision with N79960. Witnesses stated that N89827 then appeared to stall and crash into N79960. Both airplanes immediately burst into flames, nosed over, and came to rest on runway 14. A loud burst of static and an emergency locator transmitter signal was heard on the air traffic control (ATC) voice tape. At 1035:21, an unidentified pilot stated, "tower you have a fire on runway [14]." The LC initiated crash, fire, and rescue response. The tower manager called the Tampa ATC tower and advised them to hold all traffic, and the LC instructed aircraft in the area to depart the pattern. Recorded radar data obtained from the FAA Tampa Approach Control, Sarasota antenna, plotted the positions of the airplanes on the airport; the radar time was 20 seconds ahead of the time on the recorded communications transcript. In a postaccident interview with a National Transportation Safety Board investigator, the LC stated that he had been on duty in the LC position for about 20 minutes before the accident. He stated that he had "two or three Cessnas at (taxiway) F, two Cessnas and a Mooney at (taxiway) A." In addition, he stated that there were two airplanes airborne, one operating in the traffic pattern and another executing a practice approach. He stated that all airplanes except one were VFR. He further stated that he instructed the airplane that was executing the practice approach to break off the procedure early to allow the departures to leave. In addition, the LC stated to a Safety Board investigator that initially some confusion existed about the locations of N89827 and N5287V. He stated that he cleared N5287V for takeoff and that when he observed N5287V become airborne, he cleared N89827 for takeoff. He further stated that he then instructed N79960 to taxi into position and hold. The LC stated that he issued this instruction because he recalled the pilot transmitting "number two," and the flight progress strip ## Aircraft 1 - Registration: [N79960](https://openairdocs.org/deregistered/N79960-2000-08-16), registration cancelled 2000-08-16, S/N 17258287 (OpenAirDocs) - Reported make and model: Cessna 172K - Registry model: [Cessna 172K](https://openairdocs.org/model/cessna-172k) (registry code 2072430) (OpenAirDocs) - Category: Airplane - Serial number: 17258287 - Airframe hours: 3892 - Engines: Lycoming O-320-E2D 150 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: Sarasota Flying Club, Inc. - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, March 3, 2000, 2 hours before - Departed: SRQ - Airport: SRQ, Sarasota-Bradenton Int'L, runway 14, 7,003 × 150 ft, asphalt ## Aircraft 2 - Registration: [N89827](https://openairdocs.org/deregistered/N89827-2000-12-28), registration cancelled 2000-12-28, S/N 15282885 (OpenAirDocs) - Reported make and model: Cessna 152 - Registry model: [Cessna 152](https://openairdocs.org/model/cessna-152) (registry code 2071835) (OpenAirDocs) - Category: Airplane - Serial number: 15282885 - Airframe hours: 12805 - Engines: Lycoming O-235-L2C 112 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Instructional, Part 91 - Registered owner: Cirrus Aviation, Inc. - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: Annual, February 23, 2000, 42 hours before - Departed: SRQ - Airport: SRQ, Sarasota-Bradenton Int'L, runway 14, 7,003 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N79960; age 81; flight instructor, airline transport; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: right; toxicology performed; flight hours: 13,000 total, 142 in the last 90 days - Pilot, aircraft N89827; age 26; commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: right; toxicology performed; flight hours: 340 total, 215 as pilot in command, 15 in the last 90 days, 15 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 200° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 75 °F, dew point 63 °F - Altimeter: 30.00 inHg - Observed at: SRQ, 1 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 20000309011059A](https://openairdocs.org/incident/20000309011059A), Mar 9, 2000: Cessna 172K, Sarasota-Braden, FL, No damage, 2 fatal. (-23) N89827 was cleared to taxi from dolphin aviation to runway end of 14 via taxiway "a". N79960 was cleared to taxi from jones aviation to runway 14. ATCT… - [Accident 20000309008679A](https://openairdocs.org/incident/20000309008679A), Mar 9, 2000: Cessna 152, Sarasota-Braden, FL, No damage, 2 fatal. (-23)N89827 was cleared to taxi from dolphin aviation to runway end of 14 via taxiway "a". N79960 was cleared to taxi from jones aviation to runway 14. ATCT… ## Docket (40 files) The files NTSB released with the investigation on October 31, 2000, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=48775. 52.8 MB in all. - Supplement A-MIA00FA103A (item 1, .PDF, 263 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130535&FileExtension=.PDF&FileName=Supplement%20A-MIA00FA103A-Master.PDF - Supplement A-MIA00FA103B (item 2, .PDF, 250 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130536&FileExtension=.PDF&FileName=Supplement%20A-MIA00FA103B-Master.PDF - Supplement B-MIA00FA103A (item 3, .PDF, 366 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130537&FileExtension=.PDF&FileName=Supplement%20B-MIA00FA103A-Master.PDF - Supplement B-MIA00FA103B (item 4, .PDF, 361 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130538&FileExtension=.PDF&FileName=Supplement%20B-MIA00FA103B-Master.PDF - Supplement E-MIA00FA103A (item 5, .PDF, 121 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370124&FileExtension=.PDF&FileName=Supplement%20E-MIA00FA103A-Redacted.PDF - Supplement E-MIA00FA103B (item 6, .PDF, 472 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370125&FileExtension=.PDF&FileName=Supplement%20E-MIA00FA103B-Redacted.PDF - Supplement S-MIA00FA103A (item 7, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130541&FileExtension=.PDF&FileName=Supplement%20S-MIA00FA103A-Master.PDF - Supplement S-MIA00FA103B (item 8, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130542&FileExtension=.PDF&FileName=Supplement%20S-MIA00FA103B-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1/2-MIA00FA103B (item 9, .PDF, 359 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370126&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%2F2-MIA00FA103B-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1/2-MIA00FA103A (item 10, .PDF, 472 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370127&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%2F2-MIA00FA103A-Redacted.PDF - ATC 3 - Factual Report of Group Chairman (item 11, .PDF, 24.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370128&FileExtension=.PDF&FileName=ATC%203%20-%20Factual%20Report%20of%20Group%20Chairman-Redacted.PDF - Medical Officer 15 - Factual Report of Group Chairman (item 12, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130546&FileExtension=.PDF&FileName=Medical%20Officer%2015%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - Witness Statements (item 13, .PDF, 5.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370129&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 14, .PDF, 78 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130548&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Reports from Local Agencies-Manatee County Sheriff's Office (item 15, .PDF, 13.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370131&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies-Manatee%20County%20Sheriff%27s%20Office-Redacted.PDF - Reports from Parties to the Investigation-Cessna Aircraft Company (item 16, .PDF, 987 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370132&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Cessna%20Aircraft%20Company-Redacted.PDF - Other Pertinent Forms and Reports: FAA Aviation News (item 17, .PDF, 139 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130551&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports%3A%20FAA%20Aviation%20News-Master.PDF - Reports from Local Agencies-Sarasota Bradenton Airport Police Department (item 18, .PDF, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370133&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies-Sarasota%20Bradenton%20Airport%20Police%20Department-Redacted.PDF - Reports from Local Agencies-Sarasota Bradenton Airport Fire Department (item 19, .PDF, 241 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370134&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies-Sarasota%20Bradenton%20Airport%20Fire%20Department-Redacted.PDF - Reports from Local Agencies-Sarasota Bradenton Airport Operations Department (item 20, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370135&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies-Sarasota%20Bradenton%20Airport%20Operations%20Department-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 21, .PDF, 423 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370136&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 22, .PDF, 139 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370137&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 23, .PDF, 297 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40370138&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Photo 1: Overhead view of crash site. No negative. Sheriff's Department photo. (item 24, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130558&FileExtension=.PDF&FileName=Photo%201%3A%20Overhead%20view%20of%20crash%20site.%20No%20negative.%20Sheriff%27s%20Department%20photo.-Master.PDF - Photo 2: Overhead View of crash site. No negative. Sherriff's Department photo. (item 25, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130559&FileExtension=.PDF&FileName=Photo%202%3A%20Overhead%20View%20of%20crash%20site.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 3: View of wreckage. No negative. Sheriff's Department photo. (item 26, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130560&FileExtension=.PDF&FileName=Photo%203%3A%20View%20of%20wreckage.%20No%20negative.%20Sheriff%27s%20Department%20photo.-Master.PDF - Photo 4: View of wreckage. No negative. Sheriff's Department photo. (item 27, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130561&FileExtension=.PDF&FileName=Photo%204%3A%20View%20of%20wreckage.%20No%20negative.%20Sheriff%27s%20Department%20photo.-Master.PDF - Photo 5: View of wreckage. No negative. Sherriff's Department photo. (item 28, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130562&FileExtension=.PDF&FileName=Photo%205%3A%20View%20of%20wreckage.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 6: View of wreckage. No negative. Sherriff's Department photo. (item 29, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130563&FileExtension=.PDF&FileName=Photo%206%3A%20View%20of%20wreckage.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 7: View of wreckage. No negative. Sherriff's Department photo. (item 30, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130564&FileExtension=.PDF&FileName=Photo%207%3A%20View%20of%20wreckage.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 8: View of wreckage. No negative. Sherriff's Department photo. (item 31, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130565&FileExtension=.PDF&FileName=Photo%208%3A%20View%20of%20wreckage.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 9: View of wreckage. No negative. Sherriff's Department photo. (item 32, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130566&FileExtension=.PDF&FileName=Photo%209%3A%20View%20of%20wreckage.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 10: View of separated flap piece from Cessna 172, N79960. No negative. Sherriff's Department photo. (item 33, .PDF, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130567&FileExtension=.PDF&FileName=Photo%2010%3A%20View%20of%20separated%20flap%20piece%20from%20Cessna%20172,%20N79960.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 11: Additional flap piece from N79960. No negative. Sherriff's Department photo. (item 34, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130568&FileExtension=.PDF&FileName=Photo%2011%3A%20Additional%20flap%20piece%20from%20N79960.%20No%20negative.%20Sherriff%27s%20Department%20photo.-Master.PDF - Photo 12: Flap from N79960. (item 35, .PDF, 135 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130569&FileExtension=.PDF&FileName=Photo%2012%3A%20Flap%20from%20N79960.-Master.PDF - Photo 13: Propeller from N89827. (item 36, .PDF, 131 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130570&FileExtension=.PDF&FileName=Photo%2013%3A%20Propeller%20from%20N89827.-Master.PDF - Photo 14: Left wing from N79960. (item 37, .PDF, 114 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130571&FileExtension=.PDF&FileName=Photo%2014%3A%20Left%20wing%20from%20N79960.-Master.PDF - Photo 15: Left wing from N79960. No negative. Cessna Aircraft photo. (item 38, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130572&FileExtension=.PDF&FileName=Photo%2015%3A%20Left%20wing%20from%20N79960.%20No%20negative.%20Cessna%20Aircraft%20photo.-Master.PDF - Photo 16: Right wing from N79960. No negative. Cessna Aircraft photo. (item 39, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130573&FileExtension=.PDF&FileName=Photo%2016%3A%20Right%20wing%20from%20N79960.%20No%20negative.%20Cessna%20Aircraft%20photo.-Master.PDF - Photo 17: View from FAA Control Tower cab to runway 14 and crash site. Digital photo. No negative. (item 40, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40130574&FileExtension=.PDF&FileName=Photo%2017%3A%20View%20from%20FAA%20Control%20Tower%20cab%20to%20runway%2014%20and%20crash%20site.%20Digital%20photo.%20No%20negative.-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.