# NTSB MIA00FA221: Beech 58, Hernando, MS, July 17, 2000 - Type: NTSB accident investigation - Date: July 17, 2000, 17:03 UTC, 12:03 local - Place: Hernando, MS - Coordinates: 34.747776, -90.081108 - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed - Report: Approved by Office Director, July 23, 2003 - Parties: Airnet Express, FAA Flight Standards District Office, FAA, Aircraft Certification Office, Teledyne Continental Motors, Raytheon Aircraft Company, Cooper Bussman - NTSB case key (mKey): 49735 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA00FA221 - NTSB report (PDF): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/49735/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=49735 - Page: https://openairdocs.org/ntsb/MIA00FA221 ## Probable cause The arcing of an electrical wire behind the instrument panel and the associated cracking of fuel and oil lines. Also causal was the pilot's inappropriate remedial action not in accordance with the emergency checklist. ## Analysis Approximately 7 minutes after the flight departed while flying at 6,000 feet mean sea level (msl), the pilot radioed the controller advising, "star check four eighty four we're gonna shut the master switch off we've got a electrical fire." The controller asked the pilot to repeat the transmission to which he again reported he was going to shut off the master switch. The controller advised the pilot of the location of a nearby airport to which the pilot replied, "standby." Approximately 20 seconds after the pilot first advised the controller of an electrical fire, the pilot declared an emergency and advised the controller the flight was descending. The controller advised the pilot of a nearby grass airstrip to which the pilot questioned the location and, "...we need to land immediately." The controller again advised the pilot of the location of the grass strip; there were no further communications from the accident pilot. Witnesses located near the accident site reported seeing smoke or what was described as "vapor trail" or "dust" trailing the airplane before it impacted the water on Arkabutla Lake. Radar data indicates transponder beacon returns continue every 4.6 seconds when reviewed in 1-minute increments beginning at 1154:06, until 1201:54, when the last transponder beacon return indicated the airplane was at 5,400 feet msl. A primary uncorrelated radar return was observed in close proximity to the last correlated transponder return, and continue approximately every 4-5 seconds until 1203:31. Review of the primary radar returns revealed between 1201:59, and 1203:21, the target was noted to bank to the left from a southerly heading to a northeasterly heading; the final two uncorrelated radar returns indicates the airplane banked to the right where the last return was noted over a section of Arkabutla Lake. Before recovery of the airplane, a section of the horizontal stabilizer was noted above the surface of the water. The right wing and cockpit from the forward carry-thru spar forward were fragmented. The left wing was separated but comprised of mainly 1 piece. Examination of the cockpit revealed heat damage was localized on the pilot's side of the airplane behind the instrument panel. The battery switch was found in the off position while both alternator switches were found in the on position. A 10-gauge electrical wire which acts as a jumper between the W15 and W11 bus bars on the left hand subpanel was fractured and exhibited evidence of arching on the supply side wire. The surface of a pilot air control located in the area of the arched 10-gauge wire exhibited arching damage on the surface which was comprised in part of tin. Tin was not detected on the undamaged area of the pilot air control. The damaged 10-gauge wire was noted to be comprised in part of tin. A rigid aluminum line for the left fuel flow and pressure indicator gauge was noted to be cracked, sooted, and bulged in the area on the pilot's side of the instrument panel near the combination oil pressure/oil temperature/cylinder temperature gauge. The line exhibited features associated with overstress fracture at an elevated temperature. A rigid aluminum line for left oil pressure was noted to have a section missing; the line exhibited features associated with overstress fracture at an elevated temperature. Post accident testing to duplicate the as-found condition of the 10-gauge wire revealed the large ball on the end of the accident wire could be duplicated when a compressive load was applied to the 10-gauge wire shorting it to ground, and current from the batteries supplying current to the 10-gauge wire. Additional post accident testing of current limiters with various loads applied revealed the current limiters opened at decreasing times with an increase in current applied. Review of the emergency checklist for the airplane pertaining to electrical smoke or fire revealed a pilot is directed to shut off the battery and both alternator switches. ## Factual narrative HISTORY OF FLIGHT On July 17, 2000, about 1203 central daylight time, a Beech 58, N158MT, registered to and operated by AirNet Systems, Inc., as Star Check Flight 484, experienced a pilot reported electrical fire in-flight and crashed into Arkabutla Lake, Hernando, Mississippi. Visual meteorological conditions prevailed at the time and an instrument flight rules (IFR) flight plan was filed for the 14 CFR Part 135 non-scheduled, domestic, cargo flight, from Memphis, Tennessee, to Houston, Texas. The airplane was destroyed and the commercial-rated pilot, the sole occupant, was fatally injured. The flight originated about 1154, from the Memphis International Airport, Memphis, Tennessee. According to a transcription of communications with Memphis Air Traffic Control Tower (Memphis ATCT), at 1150:04 the pilot received IFR clearance to William P Hobby Airport, Houston, Texas, and at 1150:48, received clearance to taxi to runway 18L. At 1152:58, the pilot contacted local control and advised the controller that the flight was ready to depart. The controller advised the pilot to position the airplane and hold on runway 18L, which the pilot acknowledged. At 1153:49, the flight was cleared to takeoff and at 1154:39, the local controller advised the pilot to contact departure control. At 1154:50, the pilot established contact with the Memphis ATCT Departure Control West controller and advised that the flight was at 1,000 feet, climbing to 3,000 feet on an assigned heading of 220 degrees. Radar contact with the airplane was established at 1155:08, and at 1155:37, the controller cleared the flight to climb and maintain 6,000 feet. The pilot acknowledged the climb clearance and at 1157:12, the controller cleared the flight to fly heading 200 degrees, which the pilot also acknowledged. The flight continued and the Memphis ATCT transcription of communications further indicates that at 1201:16, the pilot radioed, "star check four eighty four we're gonna shut the master switch off we've got a electrical fire." The controller asked the pilot to repeat his last transmission and at 1201:22, he advised the controller, "sir we gonna shut the master switch off we've got a electrical fire sir." The controller responded, "...ah tunica airport's the closet [sic] one to you it's about twelve miles off to your southwest", to which the pilot responded, "standby." At 1201:36, the pilot radioed, "okay sir we need to declare emergency we are descending", to which the controller advised the pilot of a grass airstrip located 4 miles northeast of the aircraft's position. At 1202:39, the pilot radioed, "star check four eighty four are you ah where's that airport sir we need to land immediately." The controller advised the pilot, "roger heading ah zero two zero it's northeast your position four miles hernando mississippi." The pilot did not respond to the controller. The controller again broadcast on the frequency for the pilot that the nearest airport was located 4 miles and 020 degrees from the airplane's present position; the pilot did not reply to that transmission. The controller vectored another airplane to the last known radar position of the airplane; the flightcrew of the vectored airplane radioed the accident pilot but two-way communications were not established. The flight crew advised the controller of seeing a column of black smoke and boats proceeding to the direction of the smoke (see transcript of communications). Review of recorded radar data provided by Memphis ATCT revealed 103 transponder beacon returns were recorded from the accident airplane beginning at 1154:06 (altitude of 200 feet), and continue approximately every 4.6 seconds when reviewed in 1-minute increments, until 1201:54 (altitude of 5,400 feet). Further review of the radar data revealed the airplane climbed to a maximum altitude of 6,000 feet, reaching that altitude at 1200:59, and remained at that altitude for an additional five radar returns. The radar data indicates the airplane then began descending. Review of recorded radar data provided by Memphis Air Route Traffic Control Center (Memphis ARTCC) revealed transponder beacon returns from the accident airplane were recorded beginning at 1154:32, and continue approximately every 10 seconds until the last radar return at 1201:55. The last radar return was located at 34 degrees 46 minutes 02 seconds North latitude and 090 degrees 08 minutes 24 seconds West longitude; the recorded altitude was 5,500 feet mean sea level. The accident site was located 3.14 nautical miles and 108 degrees from the last radar return recorded at the Memphis ARTCC. Review of radar plots and data provided by the airplane manufacturer revealed transponder beacon code radar returns were noted from 1154:31, until 1201:54. Uncorrelated primary radar returns were observed between 1201:59, and 1203:31. Further review of the radar data revealed at 1201:59, an uncorrelated primary radar target was observed 170 degrees and .25 nautical mile from the last transponder beacon code return. Additionally, between 1201:59, and 1203:21, radar targets indicate the airplane made a left turn flying from a southerly to a northeasterly heading. The final two uncorrelated radar returns at 1203:26, and 1203:31, indicate the airplane began a right turn where radar contact was lost over a section of Arkabutla Lake. Several witnesses located near the crash site reported seeing smoke or what was described as "vapor trail" or "dust" trailing the airplane in flight. A witness reported a fire on the water after impact lasted an estimated 4-5 minutes. PERSONNEL INFORMATION According to FAA records, the pilot held a commercial pilot certificate with airplane single and multi-engine land, instrument airplane ratings. He also held an airframe and powerplant mechanic certificate, and a flight instructor certificate with airplane single engine and instrument airplane ratings. He was issued a first class medical certificate on April 18, 2000, with no limitations. The pilot was hired by Airnet Systems, Inc., on July 8, 1999, and was authorized to fly Cessna 310's and the Beech 58 aircraft only. His last Part 135 checkride occurred in a Beech 58, on July 8, 1999. The employment application completed by him indicates that he had accumulated a total time of 1,528 hours, of which 16 hours were in multi-engine airplanes, and 1,512 hours were in single-engine airplanes. Of the 16 hours in multi-engine airplanes, 6 hours were logged as pilot-in-command. A review of the pilot's logbook revealed at the time of the accident, he logged a total time of approximately 2,629 hours, of which 1,611 hours were in single-engine airplanes and 1,018 hours were in multi-engine airplanes. He logged a total of approximately 2,368 hours as pilot-in-command. He also logged a total time of 290 hours in the last 90 days, and 90 hours in the last 30 days, all in the accident make and model airplane. The company reported the pilot had accumulated 900 hours in the accident make and model airplane, all as pilot-in-command. AIRCRAFT INFORMATION The airplane was a Beech 58, serial number TH-1186, manufactured in 1980, and equipped with two Continental IO-520-CB engines rated at 285 horsepower, and two Hartzell PHC-J3YF-2UF propellers. Electrical wiring consisting of MIL-W-5086/1 of the single wire type was installed in the cockpit and cabin areas of airplane. It was also equipped with a cabin fire bottle. The airplane was certificated in the normal category in accordance with Civil Air Regulations Part 3 (CAM 3), titled, "Airplane Airworthiness Normal, Utility, and Acrobatic Category", as amended May 15, 1956, and 14 CFR Part 23.1385(c), 23.1387(a), and 23.1387(e) of Federal Aviation Regulations. Review of the maintenance records revealed the airplane was last inspected in accordance with a Raytheon Aircraft 100-Hour inspection on June 14, 2000. The airplane had accumulated ap ## Sequence of events - Airframe/component/system failure/malfunction, cruise - electrical system,electric wiring - shorted (contributing factor) - checklist - not followed, pilot in command (cause) - electrical system,electric wiring - undetermined - Fire, cruise - fuel system,line - overtemperature (contributing factor) - fuel system,line - cracked (contributing factor) - lubricating system,oil line - overtemperature (contributing factor) - lubricating system,oil line - missing (contributing factor) - Forced landing, descent - emergency - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water ## Aircraft - Registration: N158MT, a cancelled registration (https://openairdocs.org/deregistered/N158MT-2004-03-31) (OpenAirDocs) - Reported make and model: Beech 58 - Registry model: Beech 58P (registry code 1152744, https://openairdocs.org/model/beech-58p) (OpenAirDocs) - Registry engine: Continental IO-520 series (registry code 17032, https://openairdocs.org/engine/continental-io-520-series) (OpenAirDocs) - Category: Airplane - Serial number: TH-1186 - Airframe hours: 4869.85 - Engines: Continental IO-520-CB 285 horsepower - Damage: Destroyed - Flight: Part 135 - Departed: KMEM, Memphis, TN - Destination: KHOU, HOUSTON, TX - FAA reports: 20000717005459A (https://openairdocs.org/incident/20000717005459A) (OpenAirDocs) ## Flight crew - Pilot; age 26; commercial, flight instructor; medical class 1; hours: 90 30 days, 90 30 days in this make and model, 290 90 days, 290 90 days in this make and model, 570 instructor, 2,368 pic, 900 pic in this make and model, 2,629 total, 900 total in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 160° at 5 knots - Visibility (statute miles): 10 - Temperature (°F): 91.4 ## Docket (67 files) On NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=49735 - SUPPLEMENT A (PDF, 2 pages, 224 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194222&FileExtension=pdf&FileName=Supplement%20A-Master.pdf - SUPPLEMENT B (PDF, 4 pages, 396 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194224&FileExtension=pdf&FileName=Supplement%20B-Master.pdf - PILOT-OPERATOR AIRCRAFT ACCIDENT REPORT NTSB FORM 61201 (PDF, 6 pages, 689 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194227&FileExtension=pdf&FileName=Pilot-Operator%20Aircraft%20Accident%20Report%20NTSB%20Form%2061201-Rel.pdf - MATERIALS LABORATORY 15-FACTUAL REPORTS (PDF, 11 pages, 4.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194229&FileExtension=pdf&FileName=Materials%20Laboratory%2015-Factual%20Reports-Master.pdf - MATERIALS LABORATORY 15-FACTUAL REPORT 02-072 (PDF, 9 pages, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194233&FileExtension=pdf&FileName=Materials%20Laboratory%2015-Factual%20Report%2002-072-Master.pdf - WITNESS STATEMENTS (PDF, 11 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194236&FileExtension=pdf&FileName=Witness%20Statements-Rel.pdf - MAPS OR CHARTS OF ACCIDENT AREA WRECKAGE DIAGRAMS (PDF, 3 pages, 9.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194238&FileExtension=pdf&FileName=Maps%20or%20Charts%20of%20Accident%20Area%20Wreckage%20Diagrams-Master.pdf - WEATHER REPORTS AND RECORDS (PDF, 1 pages, 167 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194242&FileExtension=pdf&FileName=Weather%20Reports%20and%20Records-Master.pdf - TRANSCRIPT OF RADIO COMMUNICATIONS (PDF, 12 pages, 301 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194246&FileExtension=pdf&FileName=Transcript%20of%20Radio%20Communications-Master.pdf - REPORTS FROM FEDERAL AGENCIES (PDF, 46 pages, 3.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194310&FileExtension=pdf&FileName=Reports%20from%20Federal%20Agencies-Master.pdf - REPORTS FROM LOCAL AGENCIES-DESOTO COUNTY SHERIFF DEPT (PDF, 10 pages, 759 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194250&FileExtension=pdf&FileName=Reports%20from%20Local%20Agencies-Desoto%20County%20Sheriff%20Dept-Master.pdf - REPORTS FROM PARTIES TO THE INVESTIGATION-TELEDYNE CONTINENTAL (PDF, 16 pages, 707 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194253&FileExtension=pdf&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Teledyne%20Continental-Rel.pdf - REPORTS FROM PARTIES TO THE INVESTIGATION-COOPER BUSSMANN (PDF, 1 pages, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194312&FileExtension=pdf&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Cooper%20Bussmann-Master.pdf - PERSONNEL STATEMENTS (PDF, 12 pages, 530 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194255&FileExtension=pdf&FileName=Personnel%20statements-Master.pdf - PILOT RECORDS (PDF, 3 pages, 270 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194258&FileExtension=pdf&FileName=Pilot%20records-Rel.pdf - RADAR DATA (PDF, 94 pages, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194260&FileExtension=pdf&FileName=Radar%20Data-Master.pdf - RADAR DATA PROVIDED BY AIRPLANE MANUFACTURER (PDF, 9 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194314&FileExtension=pdf&FileName=Radar%20data%20provided%20by%20airplane%20manufacturer-Master.pdf - FUELING INFORMATION (PDF, 9 pages, 492 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194262&FileExtension=pdf&FileName=Fueling%20information-Master.pdf - MAINTENANCE LOGS FOUND IN THE WRECKAGE (PDF, 21 pages, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194264&FileExtension=pdf&FileName=Maintenance%20logs%20found%20in%20the%20wreckage-Master.pdf - EXCERPTS FROM AIRCRAFT RECORD (PDF, 43 pages, 4.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194267&FileExtension=pdf&FileName=Excerpts%20from%20aircraft%20record-Rel.pdf - RECORDS ON FILE WITH FAA OKLAHOMA CITY OK (PDF, 32 pages, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194269&FileExtension=pdf&FileName=Records%20on%20file%20with%20FAA%20Oklahoma%20City%20OK-Master.pdf - FAA FORM 337 (PDF, 4 pages, 181 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194322&FileExtension=pdf&FileName=FAA%20Form%20337-Master.pdf - COMPUTER PRINTOUT PROVIDED BY OPERATOR (PDF, 4 pages, 265 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194271&FileExtension=pdf&FileName=Computer%20printout%20provided%20by%20operator-Master.pdf - EXCERPTS FROM LEFT ENGINE LOGBOOK (PDF, 14 pages, 919 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194273&FileExtension=pdf&FileName=Excerpts%20from%20left%20engine%20logbook-Master.pdf - EXCERPTS FROM RIGHT ENGINE LOGBOOK (PDF, 14 pages, 975 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194275&FileExtension=pdf&FileName=Excerpts%20from%20right%20engine%20logbook-Master.pdf - LEFT PROPELLER LOGBOOK (PDF, 5 pages, 248 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194277&FileExtension=pdf&FileName=Left%20propeller%20logbook-Master.pdf - RIGHT PROPELLER LOGBOOK (PDF, 7 pages, 276 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194279&FileExtension=pdf&FileName=Right%20propeller%20logbook-Master.pdf - DOCUMENTS PROVIDED BY CHARLES E PAUL (PDF, 32 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194281&FileExtension=pdf&FileName=Documents%20provided%20by%20Charles%20E%20Paul-Master.pdf - EXCERPTS FROM WIRING DIAGRAM MANUAL (PDF, 9 pages, 315 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194283&FileExtension=pdf&FileName=Excerpts%20from%20wiring%20diagram%20manual-Master.pdf - REPORT FROM US ARMY CORPS OF ENGINEERS (PDF, 2 pages, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194286&FileExtension=pdf&FileName=Report%20from%20US%20Army%20Corps%20of%20Engineers-Rel.pdf - FLIGHT PROGRESS STRIP (PDF, 1 pages, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194288&FileExtension=pdf&FileName=Flight%20Progress%20Strip-Master.pdf - EXCERPTS FROM THE PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL (PDF, 9 pages, 521 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194290&FileExtension=pdf&FileName=Excerpts%20from%20the%20Pilot%27s%20Operating%20Handbook%20and%20FAA%20approved%20Airplane%20Flight%20Manual-Master.pdf - STATEMENT FROM CHUCK KELLY (PDF, 1 pages, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194292&FileExtension=pdf&FileName=Statement%20from%20Chuck%20Kelly-Master.pdf - CHECKLISTS (PDF, 3 pages, 397 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194294&FileExtension=pdf&FileName=Checklists-Master.pdf - AIR CARRIER CERTIFICATE (PDF, 1 pages, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194296&FileExtension=pdf&FileName=Air%20Carrier%20Certificate-Master.pdf - DOCUMENTS RELATED TO ON-BOARD CARGO (PDF, 3 pages, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194298&FileExtension=pdf&FileName=Documents%20related%20to%20on-board%20cargo-Master.pdf - TYPE CERTIFICATE DATA SHEET (PDF, 3 pages, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194300&FileExtension=pdf&FileName=Type%20Certificate%20Data%20Sheet-Master.pdf - EXCERPTS FROM FAR'S (PDF, 2 pages, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194302&FileExtension=pdf&FileName=Excerpts%20from%20FAR%27s-Master.pdf - EXCERPTS FROM CIVIL AERONOUTICS MANUAL (PDF, 10 pages, 966 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194306&FileExtension=pdf&FileName=Excerpts%20from%20civil%20aeronoutics%20manual-Master.pdf - RECORD OF CONVERSATION WITH CALVIN E WILSON (PDF, 2 pages, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194316&FileExtension=pdf&FileName=Record%20of%20conversation%20with%20Calvin%20E%20Wilson-Master.pdf - RECORD OF INTERVIEW WITH IRVIN A ANDREWS (PDF, 1 pages, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194318&FileExtension=pdf&FileName=Record%20of%20interview%20with%20Irvin%20A%20Andrews-Master.pdf - RECORD OF INTERVIEW WITH BRIAN P DILLARD (PDF, 3 pages, 92 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194320&FileExtension=pdf&FileName=Record%20of%20interview%20with%20Brian%20P%20Dillard-Master.pdf - LETTER FROM PAUL YOOS OF RAYTHEON AIRCRAFT COMPANY (PDF, 1 pages, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194324&FileExtension=pdf&FileName=Letter%20from%20Paul%20Yoos%20of%20Raytheon%20Aircraft%20Company-Master.pdf - LETTER FROM PAUL YOOS OF RAYTHEON AIRCRAFT COMPANY-47 (PDF, 2 pages, 96 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=7637056&FileExtension=pdf&FileName=Letter%20from%20Paul%20Yoos%20of%20Raytheon%20Aircraft%20Company-47-Master.pdf - DOCUMENTS PROVIDED BY PAUL YOOS OF RAYTHEON AIRCRAFT COMPANY (PDF, 26 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194408&FileExtension=pdf&FileName=Documents%20provided%20by%20Paul%20Yoos%20of%20Raytheon%20Aircraft%20Company-Master.pdf - STATEMENT OF PARTY REPRESENTATIVES TO NTSB INVESTIGATION (PDF, 3 pages, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194326&FileExtension=pdf&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.pdf - TOXICOLOGICAL REPORT (PDF, 1 pages, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194328&FileExtension=pdf&FileName=Toxicological%20Report-Master.pdf - RELEASE OF AIRCRAFT WRECKAGE NTSB FORM 612015 (PDF, 2 pages, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194330&FileExtension=pdf&FileName=Release%20of%20Aircraft%20Wreckage%20NTSB%20Form%20612015-Master.pdf - PHOTO 1_VIEW OF THE ACCIDENT SITE TIP OF RIGHT HORIZONTAL STABILIZER VISIBLE ABOVE THE WATER SURFACE (PDF, 1 pages, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194332&FileExtension=pdf&FileName=Photo%201_View%20of%20the%20accident%20site%20%20Tip%20of%20right%20horizontal%20stabilizer%20visible%20above%20the%20water%20surface-Master.pdf - PHOTO 2_VIEW OF THE WRECKAGE LAID OUT FOLLOWING RECOVERY (PDF, 1 pages, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194336&FileExtension=pdf&FileName=Photo%202_View%20of%20the%20wreckage%20laid%20out%20following%20recovery-Master.pdf - PHOTO 3_VIEW OF THE INSTRUMENT PANEL-FIREWALL ASSEMBLY (PDF, 1 pages, 122 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194340&FileExtension=pdf&FileName=Photo%203_View%20of%20the%20instrument%20panel-firewall%20assembly-Master.pdf - PHOTO 4_VIEW SHOWING THE LOWER EMPENNAGE SKIN; NOTE THE DEFINED BURN LINE (PDF, 1 pages, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194344&FileExtension=pdf&FileName=Photo%204_View%20showing%20the%20lower%20empennage%20skin;%20note%20the%20defined%20burn%20line-Master.pdf - PHOTO 5_VIEW OF THE CABIN DOOR NOTE THE SOOT ON THE EXTERIOR SURFACE OF THE DOOR (PDF, 1 pages, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194348&FileExtension=pdf&FileName=Photo%205_View%20of%20the%20cabin%20door%20%20Note%20the%20soot%20on%20the%20exterior%20surface%20of%20the%20door-Master.pdf - PHOTO 6_VIEW OF THE CABIN DOOR SHOWING SCRATCHES IN THE SOOT (PDF, 1 pages, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194352&FileExtension=pdf&FileName=Photo%206_View%20of%20the%20cabin%20door%20showing%20scratches%20in%20the%20soot-Master.pdf - PHOTO 7_VIEW OF A PORTION OF THE CABIN DOOR WINDOW LOOKING AT THE INSIDE OF THE DOOR POINTER POINTS TO AREA WHERE ST (PDF, 1 pages, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194356&FileExtension=pdf&FileName=Photo%207_View%20of%20a%20portion%20of%20the%20cabin%20door%20window%20looking%20at%20the%20inside%20of%20the%20door%20%20Pointer%20points%20to%20area%20wher-Master.pdf - PHOTO 8_VIEW SHOWING BLISTERING AND DISCOLORATION OF PAINT NEAR THE MIDDLE SECTION OF THE INSTRUMENT PANEL FORWARD OF T (PDF, 1 pages, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194360&FileExtension=pdf&FileName=Photo%208_View%20showing%20blistering%20and%20discoloration%20of%20paint%20near%20the%20middle%20section%20of%20the%20instrument%20panel%20forwar-Master.pdf - PHOTO 9_VIEW SHOWING THE LEFT SIDE OF THE FIREWALL (PDF, 1 pages, 112 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194364&FileExtension=pdf&FileName=Photo%209_View%20showing%20the%20left%20side%20of%20the%20firewall-Master.pdf - PHOTO 10_PHOTOGRAPH PROVIDED BY RAYTHEON AIRCRAFT COMPANY NO NEGATIVE VIEW SHOWING THE DAMAGE TO THE LEFT SIDE OF TH (PDF, 1 pages, 133 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194368&FileExtension=pdf&FileName=Photo%2010_Photograph%20provided%20by%20Raytheon%20Aircraft%20Company%20no%20negative%20%20View%20showing%20the%20damage%20to%20the%20left%20side%20o-Master.pdf - PHOTO 11_ARROW POINTS TO LEFT COMBINATION OIL PRESSURE-OIL TEMPERATURE-CYLINDER TEMPERATURE GAUGE (PDF, 1 pages, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194372&FileExtension=pdf&FileName=Photo%2011_Arrow%20points%20to%20left%20combination%20oil%20pressure-oil%20temperature-cylinder%20temperature%20gauge-Master.pdf - PHOTO 12_VIEW OF THE LEFT HAND SUBPANEL SHOWING HEAT DAMAGE TO THE FACEPLATE AND THE POSITION OF THE BATTERY SWITCH AR (PDF, 1 pages, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194376&FileExtension=pdf&FileName=Photo%2012_View%20of%20the%20left%20hand%20subpanel%20showing%20heat%20damage%20to%20the%20faceplate%20and%20the%20position%20of%20the%20battery%20swit-Master.pdf - PHOTO 13_VIEW SHOWING HEAT DAMAGE TO THE CIRCUIT BREAKER PANEL ASSEMBLY (PDF, 1 pages, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194380&FileExtension=pdf&FileName=Photo%2013_View%20showing%20heat%20damage%20to%20the%20circuit%20breaker%20panel%20assembly-Master.pdf - PHOTO 14_VIEW SHOWING THE CRACK IN THE RIGID ALUMINUM LINE FOR THE LEFT FUEL FLOW GAUGE (PDF, 1 pages, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194384&FileExtension=pdf&FileName=Photo%2014_View%20showing%20the%20crack%20in%20the%20rigid%20aluminum%20line%20for%20the%20left%20fuel%20flow%20gauge-Master.pdf - PHOTO 15_PHOTOGRAPH PROVIDED BY RAYTHEON AIRCRAFT COMPANY NO NEGATIVE VIEW SHOWING THE DAMAGE TO THE RIGID ALUMINUM (PDF, 1 pages, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194388&FileExtension=pdf&FileName=Photo%2015_Photograph%20provided%20by%20Raytheon%20Aircraft%20Company%20no%20negative%20%20View%20showing%20the%20damage%20to%20the%20rigid%20alumi-Master.pdf - PHOTO 16_DIGITAL PHOTOGRAPH VIEW SHOWING THE PROPELLER ANTI-ICE CIRCUIT BREAKER (PDF, 1 pages, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194392&FileExtension=pdf&FileName=Photo%2016_Digital%20photograph%20%20View%20showing%20the%20propeller%20anti-ice%20circuit%20breaker-Master.pdf - PHOTO 17_DIGITAL PHOTOGRAPH VIEW SHOWING THE PITOT HEAT CIRCUIT BREAKER (PDF, 1 pages, 129 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194396&FileExtension=pdf&FileName=Photo%2017_Digital%20photograph%20%20View%20showing%20the%20pitot%20heat%20circuit%20breaker-Master.pdf - PHOTO 18_DIGITAL PHOTOGRAPH VIEW OF THE CONTROL-PUSH PULL DETENT (PDF, 1 pages, 150 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194400&FileExtension=pdf&FileName=Photo%2018_Digital%20photograph%20%20View%20of%20the%20control-push%20pull%20detent-Master.pdf - PHOTO 19_DIGITAL PHOTOGRAPH VIEW OF THE-OPEN-80-AMP CURRENT LIMITER LOCATED ON THE CURRENT LIMITER BUS (PDF, 1 pages, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=1194404&FileExtension=pdf&FileName=Photo%2019_Digital%20photograph%20%20View%20of%20the-open-80-amp%20current%20limiter%20located%20on%20the%20current%20limiter%20bus-Master.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- From OpenAirDocs.org, an independent open copy of NTSB and FAA data. The NTSB's own report is the official record of an investigation.