# NTSB MIA94FA155: Beech 95-C55, N966N, Wauchula, FL, June 7, 1994 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 7, 1994, 14:56 local (18:56 UTC) - Place: Wauchula, FL - Coordinates: 27.539171, -81.800125 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.5392&lon=-81.8001&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 4 fatal - Status: Completed, report January 26, 1995 - Report: Approved by Office Director - NTSB case key (mKey): 37427 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA94FA155 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/37427/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=37427 - Page: https://openairdocs.org/ntsb/MIA94FA155 ## Probable cause DELAY BY THE PILOT-IN-COMMAND TO OBTAIN WEATHER AVOIDANCE ASSISTANCE FROM THE ARTCC CONTROLLER RESULTING IN THE INFLIGHT BREAKUP AFTER ENCOUNTER WITH A THUNDERSTORM. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - normal - weather condition - thunderstorm - in flight weather avoidance assistance - delayed, pilot in command (cause) - Airframe/component/system failure/malfunction, unknown - In flight collision with terrain/water, descent - uncontrolled ## Analysis DURING A WEATHER BRIEFING THE PILOT ADVISED THE BRIEFER THAT ON A PREVIOUS FLIGHT THE CENTER CONTROLLER WAS PROVIDING VECTORS AROUND WEATHER. AFTER DEPARTURE DURING CRUISE FLIGHT WITHOUT ONBOARD WEATHER AVOIDANCE RADAR, THE CENTER CONTROLLER ADVISED THE PILOT OF WEATHER 10 MILES AHEAD BUT THAT OTHER AIRCRAFT HAD BEEN PICKING THEIR WAY THROUGH IT AND THE FLIGHT WAS CLEARED TO DEVIATE. THE FLIGHT CONTINUED WITHOUT DEVIATING OR REQUESTING ASSISTANCE BEFORE ENCOUNTERING THE WEATHER AND A SHORT TIME LATER THE PILOT REQUESTED ASSISTANCE FROM THE CONTROLLER TO GET OUT OF THE WEATHER ENCOUNTERED. THE CONTROLLER PROVIDED A HEADING TO FLY BUT RADAR AND RADIO CONTACT WERE LOST SHORTLY THEREAFTER. THE AIRPLANE EXPERIENCED AN INFLIGHT BREAKUP. EXAMINATION OF ALL FRACTURE SURFACES REVEALED EVIDENCE OF OVERLOAD FAILURE. NO DETERMINATION COULD BE MADE IF THE AUTOPILOT SYSTEM WAS ENGAGED. THE ENGINES WERE EXAMINED WITH NO EVIDENCE OF PREIMPACT FAILURE OR MALFUNCTION. ## Factual narrative HISTORY OF FLIGHT On June 7, 1994, about 1456 eastern daylight time, a Beechcraft 95-C55, N966N, registered to Jack Alan George, experienced an in-flight breakup, near Wauchula, Florida, while on a 14 CFR Part 91 personal flight. Instrument meteorological conditions prevailed at the time and an IFR flight plan was filed. The airplane was destroyed and the private-rated pilot and three passengers were fatally injured. The flight originated from the Tallahassee Commercial Airport, Havana, Florida, about 1323. Before departure all fuel tanks were filled and according to one witness, he talked with the owner/pilot of the accident airplane and advised the pilot of the danger associated with thunderstorms that occur in Florida. He also advised that the flight should fly offshore to avoid the typical location of the thunderstorms. Before departure the pilot contacted the Gainesville Automated Flight Service Station via telephone to request a weather briefing for the intended flight from Tallahassee to Key West, Florida. The route of flight provided the briefer was Tallahassee to St. Petersburg VORTAC then Lee County VORTAC and to Key West Airport. Convective Sigmet "40E" which was issued at 1655 Zulu time valid until 1855 Zulu time on the day of the accident, revealed that an area of thunderstorms located 100 nautical miles (nm) east of Jacksonville to Vero Beach to 40 nm west-northwest of Fort Myers, to 10 nm northeast of St. Petersburg to 100 nm east of Jacksonville, Florida. The thunderstorms were moving from 240 degrees at 20 knots with tops above 45,000 feet. The pilots planned route of flight would have placed the airplane in the extreme southwestern section of the convective sigmet area. The pilot was not given the convective sigmet "40E" information. During the briefing the pilot was advised that radar was showing thunderstorm activity in the Gulf of Mexico south of Tallahassee between Tallahassee and St. Petersburg, Florida, and rain was indicated southeast of Tallahassee for about 45-50 miles. The pilot advised the briefer that he was a stranger when the briefer questioned "...I don't know how familiar you are with." The briefer also advised the pilot of rain located between Cross City and St. Petersburg, Florida, "...and after that I'm not showing anything but that's right now you know you know summertime in." The briefer then stated "Florida things do build up over the land area the Gulf ah or the Atlantic either one ah usually in pretty good shape in the afternoon." He further advised the pilot that deviation over water or along the coastline if you don't like what you see inland is quite a bit better. The pilot mentioned to the briefer that the airplane was not equipped with "...on board radar", and "... will have center have radar for us...." The pilot also informed the briefer that "well we've been getting service all along from Austin." Earlier in the briefing the pilot advised the briefer that the flight had just come from Austin, Texas. The flight departed under visual flight rules (VFR) about 1323.48 and contacted Tallahassee Approach Control requesting IFR clearance in accordance with his previously filed instrument flight rules (IFR) flight plan. After radar contact was established the IFR clearance was obtained and communications were transferred to the Jacksonville, Florida, Air Route Traffic Control Center (ARTCC). While in contact with the Jacksonville ARTCC, the pilot was issued an amended clearance to fly to the Cross City VORTAC, then direct to the Lakeland VORTAC then via Victor Airway 521. This amended clearance placed the airplane further inland than originally planned. The flight climbed to 9,000 feet for traffic, ATC communications were then transferred to Tampa Approach Control and about 1446.01, communications were transferred to the Miami, Florida, ARTCC. About 1448.20 the Miami ARTCC controller advised the pilot "november niner six six november I show precipitation at your twelve o'clock position beginning in about one zero miles uh aircraft have pretty much been picking their way through it you may deviate left or right of course and when able direct lee county." The pilot acknowledged this and about 1452.25, the pilot asked the controller "...do you show much precipe ahead of us now." The controller replied "november niner six six november affirmative I show that majority of the precipitation appears to be in your one to two o'clock position uh starting in about one to two miles and proceeding for about oh I'd say about 15 miles then once you get south of Arcadia it is clear." An unintelligible comment was heard from N966N about 17 seconds later to which the controller requested the pilot to say again. About 1452.55, the pilot of N966N asked the controller "...can you give us a heading that might steer us around some of this." The controller advised the pilot to turn to a heading of 145 for "...vectors around the weather." The controller repeated twice the heading to fly and about 1453.44, the crew of N966N advised "Baron 66N." There was no further radio contact with the crew of the accident airplane. Witnesses in the area reported that there was a thunderstorm near the accident site with associated rain, lightning, and one report of heavy rains. One witness reported hearing a "small boom" followed by a "large boom." Part of the wreckage was located by the owner of a house. PERSONNEL INFORMATION Information pertaining to the first pilot is contained in the NTSB Factual Report-Aviation. Review of his pilot logbook revealed that the last flight logged which was a biennial flight review was on April 22. The year was not listed. No determination could be made as to whether he met the instrument recency of experience requirement. According to the pilot's son, his father had owned the accident airplane for about 20 years. Information pertaining to the pilot-rated passenger is contained in the NTSB Form 6120.4, Supplement E. AIRCRAFT INFORMATION Information pertaining to the airplane is contained in the NTSB Factual Report-Aviation, and Supplements A and B. Additionally, review of the aircraft logbook revealed that the altimeter, static system, pressure altitude reporting system, and transponder were tested and inspected on January 25, 1994. METEOROLOGICAL INFORMATION Information pertaining to weather is contained in the NTSB Factual Report-Aviation. Review of doppler weather radar from Melbourne, Florida, for 1453, revealed that the last radar return for the accident airplane was located in an area of Video Integrated Processor (VIP) level 6 echoes. The VIP level 6 echo was located about 5 nautical miles northwest of the location of the last radar return of the airplane. The location of the last radar return of the airplane was in a VIP level 2 weather echo. COMMUNICATIONS Two-way radio communication was established with the Miami ARTCC at the time of the accident. The controller was interviewed by an NTSB investigator who prepared a ATC Group Chairman's Factual Report. The report is an attachment to this report. WRECKAGE AND IMPACT A survey was prepared which documented the location of all recovered parts. The farthest recovered part was located about 11,881 feet north-northeast of the main wreckage which consisted of the fuselage. A straight line drawn from the farthest piece to the main wreckage indicated that the heading was 192 degrees 12 minutes 29 seconds. The farthest most parts located were the vertical stabilizer components. Continuing south-southeast from the first component toward the main wreckage was the left and right horizontal stabilizers located 6,914 and 6,750 feet respectively from the main wreckage. Examination of the fracture surfaces of the left and right horizontal stabilizers revealed that the left failed positive and the right failed negative bo ## Aircraft - Registration: [N966N](https://openairdocs.org/deregistered/N966N-1996-01-22), registration cancelled 1996-01-22, S/N TE366 (OpenAirDocs) - Reported make and model: BEECH 95-C55 - Registry model: [Beech 95-C55](https://openairdocs.org/model/beech-95-c55) (registry code 1152708) (OpenAirDocs) - Category: Airplane - Serial number: TE-366 - Engines: CONTINENTAL IO-520-C2 285 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: George, Jack Alan - Airworthiness certificate: Standard, Normal - Last inspection: Annual, April 1, 1994 - Departed: 68J, HAVANA, FL - Destination: EYW, KEY WEST, FL - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; private; airplane ratings: multi-engine land, single-engine sea, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 2,607 total, 2,457 as pilot in command ## Weather - Conditions: Instrument (IMC), Day - Wind: 250° at 5 knots - Visibility: 12 statute miles - Lowest ceiling: 4,000 ft broken - Temperature: 82 °F, dew point 79 °F - Altimeter: 29.00 inHg - Observed at: LAL, 28 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19940607014169A](https://openairdocs.org/incident/19940607014169A), Jun 7, 1994: Beech 95C55, Wauchula, FL, Destroyed, 4 fatal. Continued flight into area level 2 and 6. Storms broke up in air. Airmets and sigmets for storms known by pilot. ## Docket (49 files) The files NTSB released with the investigation on October 11, 1995, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=37427. 7.2 MB in all. - Supplement A (item 1, .PDF, 183 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031817&FileExtension=.PDF&FileName=Supplement%20A-Master.PDF - Supplement B (item 2, .PDF, 264 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031818&FileExtension=.PDF&FileName=Supplement%20B-Master.PDF - Supplement E (item 3, .PDF, 130 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466197&FileExtension=.PDF&FileName=Supplement%20E-Master.PDF - Supplement K (item 4, .PDF, 631 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031820&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Supplement P (item 5, .PDF, 304 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031821&FileExtension=.PDF&FileName=Supplement%20P-Master.PDF - Supplement R (item 6, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031822&FileExtension=.PDF&FileName=Supplement%20R-Master.PDF - Supplement S (item 7, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031823&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - Factual Report of each Group Chairman/Specialist (item 8, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466198&FileExtension=.PDF&FileName=Factual%20Report%20of%20each%20Group%20Chairman%2FSpecialist-Master.PDF - Factual Report of each Group Chairman/Specialist (item 9, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466199&FileExtension=.PDF&FileName=Factual%20Report%20of%20each%20Group%20Chairman%2FSpecialist-Master.PDF - Witness Statements (item 10, .PDF, 210 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466200&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 11, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031827&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Weather Reports and Records (item 12, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031828&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Reports from Federal Agencies (item 13, .PDF, 123 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466201&FileExtension=.PDF&FileName=Reports%20from%20Federal%20Agencies-Master.PDF - Reports from Parties to the Investigation (item 14, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466202&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation-Master.PDF - Other Pertinent Forms and Reports (item 15, .PDF, 410 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466203&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 16, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466204&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 17, .PDF, 132 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466205&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Toxicological Reports (item 18, .PDF, 167 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40466206&FileExtension=.PDF&FileName=Toxicological%20Reports-Master.PDF - Photo 1: ACCIDENT SITE. NOTE INVERTED WRECKAGE. (item 19, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031835&FileExtension=.PDF&FileName=Photo%201%3A%20ACCIDENT%20SITE.%20%20NOTE%20INVERTED%20WRECKAGE.-Master.PDF - Photo 2: LEFT WING ASSEMBLY WITH AILERON AND TRIM TAB ATTACHED. (item 20, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031836&FileExtension=.PDF&FileName=Photo%202%3A%20LEFT%20WING%20ASSEMBLY%20WITH%20AILERON%20AND%20TRIM%20TAB%20ATTACHED.-Master.PDF - Photo 3: LEFT WING ASSEMBLY. (item 21, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031837&FileExtension=.PDF&FileName=Photo%203%3A%20LEFT%20WING%20ASSEMBLY.-Master.PDF - Photo 4: VERTICAL STABILIZER AND RUDDER WITH TRIM TAB ATTACHED. (item 22, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031838&FileExtension=.PDF&FileName=Photo%204%3A%20VERTICAL%20STABILIZER%20AND%20RUDDER%20WITH%20TRIM%20TAB%20ATTACHED.-Master.PDF - Photo 5: VERTICAL STABILIZER AND RUDDER WITH RIGHT AND LEFT HORIZONTAL STABILIZERS. (item 23, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031839&FileExtension=.PDF&FileName=Photo%205%3A%20VERTICAL%20STABILIZER%20AND%20RUDDER%20WITH%20RIGHT%20AND%20LEFT%20HORIZONTAL%20STABILIZERS.-Master.PDF - Photo 6: VERTICAL STABILIZER WITH LEFT AND RIGHT HORIZONTAL STABILIZERS. (item 24, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031840&FileExtension=.PDF&FileName=Photo%206%3A%20VERTICAL%20STABILIZER%20WITH%20LEFT%20AND%20RIGHT%20HORIZONTAL%20STABILIZERS.-Master.PDF - Photo 7: RIGHT ELEVATOR COUNTERWEIGHT. (item 25, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031841&FileExtension=.PDF&FileName=Photo%207%3A%20RIGHT%20ELEVATOR%20COUNTERWEIGHT.-Master.PDF - Photo 8: RIGHT AILERON WITH ATTACHED COUNTERWEIGHTS. (item 26, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031842&FileExtension=.PDF&FileName=Photo%208%3A%20RIGHT%20AILERON%20WITH%20ATTACHED%20COUNTERWEIGHTS.-Master.PDF - Photo 9: LEFT HORIZONTAL STABILIZER FAILED STRUCTURE. (item 27, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031843&FileExtension=.PDF&FileName=Photo%209%3A%20LEFT%20HORIZONTAL%20STABILIZER%20FAILED%20STRUCTURE.-Master.PDF - Photo 10: RIGHT HORIZONTAL STABILIZER FAILED STRUCTURAL MEMBERS. (item 28, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031844&FileExtension=.PDF&FileName=Photo%2010%3A%20RIGHT%20HORIZONTAL%20STABILIZER%20FAILED%20STRUCTURAL%20MEMBERS.-Master.PDF - Photo 11: LEFT HORIZONTAL STABILIZER (item 29, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031845&FileExtension=.PDF&FileName=Photo%2011%3A%20LEFT%20HORIZONTAL%20STABILIZER-Master.PDF - Photo 12: LEFT WING OUTBOARD SECTION. (item 30, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031846&FileExtension=.PDF&FileName=Photo%2012%3A%20LEFT%20WING%20OUTBOARD%20SECTION.-Master.PDF - Photo 13: RIGHT WING WING FAILED WING SPAR. (item 31, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031847&FileExtension=.PDF&FileName=Photo%2013%3A%20RIGHT%20WING%20WING%20FAILED%20WING%20SPAR.-Master.PDF - Photo 14: RUDDER BELLCRANK ASSEMBLY. (item 32, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031848&FileExtension=.PDF&FileName=Photo%2014%3A%20RUDDER%20BELLCRANK%20ASSEMBLY.-Master.PDF - Photo 15: RIGHT ENGINE VACUUM PUMP. (item 33, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031849&FileExtension=.PDF&FileName=Photo%2015%3A%20RIGHT%20ENGINE%20VACUUM%20PUMP.-Master.PDF - Photo 16: LEFT ENGINE VACUUM PUMP. (item 34, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031850&FileExtension=.PDF&FileName=Photo%2016%3A%20LEFT%20ENGINE%20VACUUM%20PUMP.-Master.PDF - Photo 17: AUTOPILOT ANNUNCIATOR TRIM BULB. NOTE BULB FILAMENT STRETCHED AND BROKEN. NO NEGATIVE. (item 35, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031851&FileExtension=.PDF&FileName=Photo%2017%3A%20AUTOPILOT%20ANNUNCIATOR%20TRIM%20BULB.%20%20NOTE%20BULB%20FILAMENT%20STRETCHED%20AND%20BROKEN.%20%20NO%20NEGATIVE.-Master.PDF - Photo 18: AUTOPILOT ANNUNCIATOR PANEL ALTITUDE BULB. NOTE BULB FILAMENT STRETCHED AND BROKEN. NO NEGATIVE. (item 36, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031852&FileExtension=.PDF&FileName=Photo%2018%3A%20AUTOPILOT%20ANNUNCIATOR%20PANEL%20ALTITUDE%20BULB.%20%20NOTE%20BULB%20FILAMENT%20STRETCHED%20AND%20BROKEN.%20%20NO%20NEGATIVE.-Master.PDF - Photo 19: WEATHER RADAR NO. 1. (item 37, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031853&FileExtension=.PDF&FileName=Photo%2019%3A%20WEATHER%20RADAR%20NO.%201.-Master.PDF - Photo 20: WEATHER RADAR NO. 2. (item 38, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031854&FileExtension=.PDF&FileName=Photo%2020%3A%20WEATHER%20RADAR%20NO.%202.-Master.PDF - Photo 21: WEATHER RADAR NO. 3. (item 39, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031855&FileExtension=.PDF&FileName=Photo%2021%3A%20WEATHER%20RADAR%20NO.%203.-Master.PDF - Photo 22: WEATHER RADAR NO.4. (item 40, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031856&FileExtension=.PDF&FileName=Photo%2022%3A%20WEATHER%20RADAR%20NO.4.-Master.PDF - Photo 23: WEATHER RADAR NO. 5. (item 41, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031857&FileExtension=.PDF&FileName=Photo%2023%3A%20WEATHER%20RADAR%20NO.%205.-Master.PDF - Photo 24: WEATHER RADAR NO. 6. (item 42, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031858&FileExtension=.PDF&FileName=Photo%2024%3A%20WEATHER%20RADAR%20NO.%206.-Master.PDF - Photo 25: WEATHER RADAR NO. 7. (item 43, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031859&FileExtension=.PDF&FileName=Photo%2025%3A%20WEATHER%20RADAR%20NO.%207.-Master.PDF - Photo 26: WEATHER RADAR NO. 8. (item 44, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031860&FileExtension=.PDF&FileName=Photo%2026%3A%20WEATHER%20RADAR%20NO.%208.-Master.PDF - Photo 27: WEATHER RADAR NO. 9. (item 45, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031861&FileExtension=.PDF&FileName=Photo%2027%3A%20WEATHER%20RADAR%20NO.%209.-Master.PDF - Photo 28: WEATHER RADAR NO. 10. (item 46, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031862&FileExtension=.PDF&FileName=Photo%2028%3A%20WEATHER%20RADAR%20NO.%2010.-Master.PDF - Photo 29: WEATHER RADAR NO. 11. (item 47, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031863&FileExtension=.PDF&FileName=Photo%2029%3A%20WEATHER%20RADAR%20NO.%2011.-Master.PDF - Photo 30: WEATHER RADAR NO. 12. (item 48, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031864&FileExtension=.PDF&FileName=Photo%2030%3A%20WEATHER%20RADAR%20NO.%2012.-Master.PDF - Photo 31: WEATHER RADAR NO. 13. (item 49, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40031865&FileExtension=.PDF&FileName=Photo%2031%3A%20WEATHER%20RADAR%20NO.%2013.-Master.PDF From the NTSB's public API. 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