# NTSB MIA98FA091: Cessna 208B, N840FE, Clarksville, TN, March 5, 1998 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: March 5, 1998, 05:20 local (11:20 UTC) - Place: Clarksville, TN - Coordinates: 36.559261, -87.339271 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=36.5593&lon=-87.3393&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report February 16, 2001 - Report: Approved by Office Director - ADs cited in the narratives: [AD 96-09-15](https://openairdocs.org/ad/96-09-15) (OpenAirDocs) - NTSB case key (mKey): 38390 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA98FA091 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38390/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=38390 - Page: https://openairdocs.org/ntsb/MIA98FA091 ## Probable cause the pilot did not maintain control of the airplane due to undetected airframe ice, resulting in an inadvertent stall, and subsequent impact with the ground. Factors in this accident were; flight into clouds, below freezing temperatures, and the inability of the pilot to detect ice, due to the lack of an ice detection system to determine ice build up on portions of the airframe that are not visible from the cockpit. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - normal - light condition - dark night - flight into known adverse weather - encountered, pilot in command - weather condition - clouds (contributing factor) - weather condition - temperature,low (contributing factor) - weather condition - icing conditions (contributing factor) - anti-ice/deice system - inadequate - acft/equip inadequate,visual restriction, production/design personnel (contributing factor) - inadequate certification/approval, faa(organization) - Loss of control - in flight, descent - uncontrolled - airspeed - not maintained, pilot in command - aircraft control - not maintained, pilot in command (cause) - stall - inadvertent, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - rough/uneven - terrain condition - ground ## Analysis The flight was in radio contact with air traffic controllers at the FAA Memphis Air Route Traffic Control Center (ARTCC), and was level at 9,000 feet, when the pilot checked in on frequency. The last radio contact with the flight was at 0447. At 0520, radar contact was lost. The airplane impacted in rough terrain, at a steep angle of impact. Two other company pilots flying in trail of the accident aircraft said, they had radio contact with the pilot of N840FE about 5 minutes before the accident. They said he sounded fine and did not say anything about any problems. Radar data showing the flight's ground speed indicated that at 0512, the ground speed was 158 knots (182 mph). The ground speed then decreased to 153 (176 mph), 143 (165 mph), 138 (159 mph), and 132 (152 mph), until at 0519:40, when the ground speed of the flight was 125 knots (144 mph). After the radar read out at 0519:40, the next radar hit was coast (no information), and then the flight disappeared from the radar scope. The airplane's heading and altitude did not change during the decrease in ground speed. According to the NTSB Radar Data Study, calculated flight parameters indicated the airplane "...experienced a slow reduction of airspeed in the final 8 minutes of flight at altitude, and then abruptly exhibited a sharp nose down pitch attitude with a rapid increase in airspeed." About the time of the reduction in airspeed, pitch angle began to slowly increase also. When radar contact was lost, the calculated airspeed had reduced to less then 102 knots [118 mph], and calculated body angle of attack [AOA] had increased to 8.8 degrees. A large reduction in pitch angle, angle of attack, and flight path angle as the airspeed increases after peak AOA was reached. Examination of the engine Power Analyzer and Recorder (PAR) revealed that no exceedences were in progress at the time power was removed from the PAR. It was determined that no caution timing events were in progress. The PAR computer appeared to be operating correctly until power was removed at impact. Examination of the airplane's autopilot were not conclusive due to impact damage. Determination of whether the autopilot was engaged or not engaged at the time of the accident could not be determined. The NTSB Meteorological Factual Report revealed that at 0515, about 7 minutes before the flight was lost on radar, the radiative temperature in an area centered at Clarksville (4 kilometer resolution data), showed that the Mean Radiative Temperature was -6.26 degrees C (21F). The Minimum Radiative Temperature was -6.66 degrees C (19F). The Maximum Radiative Temperature was -6.06 degrees C (21F). According to the Archive Level II Doppler weather radar tape for a beginning sweep time of 0508:10, showed that N840FE had tracked into a weather echo from 0510:34, to 0516:28. The Doppler Weather Radar data, revealed that N840FE, had entered a weak weather echo about the same time that the airspeed of the airplane started to decrease, at an altitude of about 9,000 feet, and the airplane was in the weak weather echo for a few minutes. Based on the weather data, it was determined that in-flight airplane icing conditions were encountered by N840FE. Cessna Aircraft Company Airworthiness Directive (AD) 96-09-15; Amendment 39-9591; Docket No. 96-CE-05-AD, applicable to this airplane and complied with by the company, on December 12, 1996, stated: "...to minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions...operators must initiate action to notify and ensure that flight crewmembers are apprised of this change...revise the FAA-approved Airplane Flight Manual (AFM) by incorporating the following into the Limitation Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM...." The airplane was equipped with leading edge deicing boots on the wings, elevators, struts, and had a cargo pod deicing capability. Lights were installed to illuminate the leading edge of the wings, to aid the pilot in detecting ice on the leading edges of the wings during night operations. The airplane was not equipped with an ice detection device. ## Factual narrative HISTORY OF FLIGHT On March 5, 1998, about 0520 central standard time, a Cessna 208B, N840FE, registered to Federal Express Inc., and operated by Baron Aviation Services, Inc., as flight SM8315 (call sign Show Me), was destroyed after impact with the ground, near Clarksville, Tennessee. The commercial-rated pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed in the vicinity, and an IFR (instrument flight rules) flight plan had been filed. The scheduled domestic cargo flight from Memphis, Tennessee, to Bowling Green, Kentucky, was being conducted in accordance with Title 14 CFR Part 135. The flight had departed Memphis, at 0413. The pilot of SM8315 was in radio contact with air traffic controllers at the FAA Memphis Air Route Traffic Control Center (ARTCC) and was level at an altitude of about 9,000 feet, on the Nashville VOR 315-degree radial, about 25 nautical miles, when radio and radar contact was lost. Witnesses in the area reported hearing the sound of the crash and the wreckage was located a short time later. The crash site was located on the Nashville VOR 315-degree radial about 35 nautical miles, or about 5 miles southeast of Clarksville. The last radio communication with the pilot of SM8315 was at 0447, when he checked in on frequency with the Memphis ARTCC, and reported at 9,000 feet. About 0520, radar contact was lost. At 0521, the controller attempted to re-establish radio contact with the pilot, and said he had lost his transponder. No response from the pilot was received, and no further radar contacts were made. The airplane impacted in rough terrain, at a steep angle of impact. Two other company pilots flying in the same vicinity at the time of the accident said they were at 7,000 feet msl (SM8314), and 5,000 feet msl (SM8316). They said they were in and out of the clouds. The pilot of SM8314 indicated that the outside air temperature (OAT) at 7,000 feet was between 0 degrees C (32F) and -1 degree C (30F). The pilot of SM8316 indicated that the OAT at 5,000 feet was between 3 degrees C (37F) and 5 degree C (41F). The other two company pilots also said they had radio contact with the pilot of SM8315 about 5 minutes before the accident. They said he sounded fine and did not say anything about any problems. A third company pilot flying about 100 miles behind SM8315, said he was at 9,000 feet and had picked up some ice crystals. The third pilot landed at Nashville, about 50 miles south of the crash site. Radar data showing the flight's ground speed indicated that at 0512, the ground speed was 158 knots (182 mph). The ground speed then decreased to 153 (176 mph), 143 (165 mph), 138 (159 mph), and 132 (152 mph), until at 0519:40, when the ground speed of the flight was 125 knots (144 mph). After the radar readout at 0519:40, the next radar hit was "coast," no information, and then the flight disappeared from the radar scope. The sweep of the radar scope was 12-second intervals. During the change in ground speed the airplane's heading and altitude did not change. The NTSB Office of Research and Engineering's Radar Data Study revealed that radar trajectory studies indicated the flight was cruising at about 9,200 feet msl (mean sea level) altitude and at roughly 135 knots (156 mph) calibrated airspeed (KCAS) en route from Memphis to Bowling Green. According to the NTSB Radar Data Study, calculated flight parameters indicated the airplane "...experienced a slow reduction of airspeed in the final 8 minutes of flight at altitude, and then abruptly exhibited a sharp nose down pitch attitude with a rapid increase in airspeed." Radar plots showed that SM8315, "...maintained a steady altitude at 9,400 feet-msl, at an airspeed of close to 135 knots, and flying on heading 040 [degrees]. About 10 minutes before the upset...the aircraft's airspeed began to slightly reduce to close [to] 125 knots [144 mph] as the pitch angle and flight path remained steady. Five minutes before radar contact was lost, [the] airspeed began to further reduce at an increased rate, with a corresponding increase in angle of attack. About the time of the increased reduction in airspeed, pitch angle began to slowly increase also. When radar contact was lost, the calculated airspeed had reduced to less then 102 knots [118 mph], and calculated body angle of attack [AOA] had increased to 8.8 degrees. A large reduction in pitch angle, angle of attack, and flight path angle as the airspeed increases after peak AOA was reached." (See the NTSB Radar Data Study an attachment to this report.) A witness, who had an aviation background, was located at his home about 1 mile south of the crash site. He told investigators he heard an aircraft directly above his house "at approximately 200 feet, having engine trouble. " He described the sound from the airplane as like the sound of a "pilot changing the prop setting [pitch angle]." He then heard the airplane crash. The accident occurred during the hours of darkness approximately 36 degrees, 28 minutes north, and 087 degrees, 13 minutes west. PERSONNEL INFORMATION Information on the pilot is contained in this report on page 3, under First Pilot Information. The pilot had been employed by Baron Aviation Services Inc., for 7 1/2 years, with a date of hire of August 13, 1990. The company reported it was common practice for their pilots to fly the same route, and the majority of this pilot's time with the company was flying the same route as the accident flight. The duty time of the pilot on the day before the accident, March 4, 1998, was 7 hours 51 minutes. On the day of the accident, March 5, 1998, the pilot had a duty time of 6 hours 23 minutes. The pilot had a total flight time in this make and model airplane of 5,198 hours. His last check ride before the accident was February 26, 1998. AIRCRAFT INFORMATION At the time of the accident the total time on the airframe was 4,078.5 hours. The maximum gross weight was 8,750 pounds. The airplane was equipped with leading edge deicing boots on the wings, elevators, struts, and had a cargo pod deicing capability. Lights were installed to illuminate the leading edge of the wings, to aid the pilot in detecting ice on the leading edges of the wings during night operations. The airplane was not equipped with an ice detection device. METEOROLOGICAL INFORMATION Meteorological information is contained in this report on page 3, under Weather Information. A preliminary weather study for the accident area showed that at 9,000 feet the temperature was minus 4 degrees C (24.8 F), and the tops of the clouds were from 10,000 to 11,000 feet. There was also an AIRMET (Airman's Meteorological Information) issued that covered the area around the crash site that called for icing conditions. The following AIRMET was found in the wreckage; "AIRMET ICE...Tennessee, Mississippi, Alabama...FROM TRI TO CHA TO 50W ATL TO GWO TO DYR TO TRI, LGT OCNL MOD RIME ICGIC BTN 060 160. CONDS OVR NRN MS /WRN TENN, SPRDG TO RMNDR AREA BY 09Z...CONS CONTG BTD 09Z THUR 15Z." [From Bristol/Johnson/Kingsport, Tennessee, to Chattanooga, Tennessee, to 50 miles west of Atlanta, Georgia, to Greenwood, Mississippi, to Dyersburg, Tennessee, to Bristol/Johnson/Kingsport, Tennessee, light occasional moderate rime icing between 6,000 feet msl and 16,000 feet msl. Conditions over northern Mississippi/ western Tennessee, spreading to the remainder of the area by 0900 UTC (0300)...conditions continuing beyond 0900 UTC thru 1500 UTC (0900).] A map trace of this AIRMET, showed that it included the flight path area, times and altitudes associated with the flight of SM8315. The pilot of SM8314 said that his flight conditions at 7,000 were, "...IMC [instrument meteorological conditions] with an outside air temperature of 0 degrees C (32F) to -1 degree C (30 F), but no ice was forming on my airplane at any time." At ## Aircraft - Registration: [N840FE](https://openairdocs.org/deregistered/N840FE-1998-11-16), registration cancelled 1998-11-16, S/N 208B0142 (OpenAirDocs) - Reported make and model: Cessna 208B - Registry model: [Cessna 208B](https://openairdocs.org/model/cessna-208b) (registry code 2073701) (OpenAirDocs) - Category: Airplane - Serial number: C208B-0142 - Airframe hours: 4079 - Engines: P&W PT6A-114 600 horsepower turbo prop - Damage: Destroyed - Flight: Part 135 - Operator: Baron Aviation Services Inc., doing business as Federal Express - Registered owner: Federal Express Corp. - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, January 15, 1998, 88 hours before - Departed: MEM, MEMPHIS, TN - Destination: BWG, BOWLING GREEN, KY - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 45; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 8,398 total, 5,198 in this make and model, 7,000 as pilot in command, 160 in the last 90 days, 50 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 180° at 5 knots - Visibility: 5 statute miles - Lowest ceiling: 2,000 ft overcast - Temperature: 109 °F, dew point 97 °F - Altimeter: 30.00 inHg - Observed at: HOP, 5 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 19980305002709A](https://openairdocs.org/incident/19980305002709A), Mar 5, 1998: Cessna 208B, Clarksville, TN, Destroyed, 1 fatal. Impacted terrain near vertical. On IFR in tmc. Icing in area. Radar shows gradual speed loss until contact lost. (.4) the flight was in radio contact with air… ## Docket (46 files) The files NTSB released with the investigation on July 28, 1999, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=38390. 26.1 MB in all. - Supplement C (item 1, .PDF, 416 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108658&FileExtension=.PDF&FileName=Supplement%20C-Master.PDF - Supplement D (item 2, .PDF, 495 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108659&FileExtension=.PDF&FileName=Supplement%20D-Master.PDF - Supplement K (item 3, .PDF, 435 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108660&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Hazardous Materials Factual Report (item 4, .PDF, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394075&FileExtension=.PDF&FileName=Hazardous%20Materials%20Factual%20Report-Redacted.PDF - Materials Laboratory Factual Report (item 5, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394076&FileExtension=.PDF&FileName=Materials%20Laboratory%20Factual%20Report-Redacted.PDF - Meteorology Factual Report and Addendum (item 6, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394077&FileExtension=.PDF&FileName=Meteorology%20Factual%20Report%20and%20Addendum-Redacted.PDF - Radar Data Study (item 7, .PDF, 245 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394078&FileExtension=.PDF&FileName=Radar%20Data%20Study-Redacted.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1/2 (item 8, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394080&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1%2F2-Redacted.PDF - Witness Statements (item 9, .PDF, 592 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394081&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 10, .PDF, 706 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108667&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Weather Reports, Airmets and Records (item 11, .PDF, 820 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394082&FileExtension=.PDF&FileName=Weather%20Reports,%20Airmets%20and%20Records-Redacted.PDF - Transcript of Radio Communications (item 12, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394083&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - Reports from Parties to the Investigation - FedEx, Cessna, PAR Avionics Specialties, P&W, and Allied Signal (item 13, .PDF, 6.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394085&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%20-%20FedEx,%20Cessna,%20PAR%20Avionics%20Specialties,%20P%26W,%20and%20Allied%20Signal-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 14, .PDF, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394086&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 15, .PDF, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394087&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 16, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394088&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.PDF - Miscellaneous (item 17, .PDF, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40394089&FileExtension=.PDF&FileName=Miscellaneous-Redacted.PDF - Photo 1. General view of the wreckage. Photo taken opposite the direction of travel. (item 18, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108675&FileExtension=.PDF&FileName=Photo%201.%20%20%20General%20view%20of%20the%20wreckage.%20%20Photo%20taken%20opposite%20the%20direction%20of%20travel.-Master.PDF - Photo 2. Wing and tail section. (item 19, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108676&FileExtension=.PDF&FileName=Photo%202.%20%20%20Wing%20and%20tail%20section.-Master.PDF - Photo 3. Photo taken in the direction of travel. The arrow points to the impact creator. (item 20, .PDF, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108677&FileExtension=.PDF&FileName=Photo%203.%20%20%20Photo%20taken%20in%20the%20direction%20of%20travel.%20%20The%20arrow%20points%20to%20the%20impact%20creator.-Master.PDF - Photo 4. Re-construction of the wreckage. (item 21, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108678&FileExtension=.PDF&FileName=Photo%204.%20%20%20Re-construction%20of%20the%20wreckage.-Master.PDF - Photo 5. Engine. (item 22, .PDF, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108679&FileExtension=.PDF&FileName=Photo%205.%20%20%20Engine.-Master.PDF - Photo 6. Propeller blades. (item 23, .PDF, 149 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108680&FileExtension=.PDF&FileName=Photo%206.%20%20%20Propeller%20blades.-Master.PDF - Photo 7. Switches. The following switches were found in the up [on] position at impact; pitot static heat, stall heat, de-ice/anti wing light, w/s [windshield]. (item 24, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108681&FileExtension=.PDF&FileName=Photo%207.%20%20%20Switches.%20%20The%20following%20switches%20were%20found%20in%20the%20up%20%5Bon%5D%20position%20at%20impact;%20pitot%20static%20heat,%20stall%20heat,%20de-ice%2Fanti%20wing%20light,%20w%2Fs%20%5Bwindshield%5D.-Master.PDF - Photo 8. Same as photo No. 7. (item 25, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108682&FileExtension=.PDF&FileName=Photo%208.%20%20%20Same%20as%20photo%20No.%207.-Master.PDF - Photo 9. Autopilot panel. The AP on/off switch was found in the up [on] position [arrow]. (item 26, .PDF, 168 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108683&FileExtension=.PDF&FileName=Photo%209.%20%20%20Autopilot%20panel.%20%20The%20AP%20on%2Foff%20switch%20was%20found%20in%20the%20up%20%5Bon%5D%20position%20%5Barrow%5D.-Master.PDF - Photo 10. Impact creator found just aft of the wreckage. (item 27, .PDF, 230 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108684&FileExtension=.PDF&FileName=Photo%2010.%20%20Impact%20creator%20found%20just%20aft%20of%20the%20wreckage.-Master.PDF - Photo 11. Photo provided and taken by the FAA [no negative]. (item 28, .PDF, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108685&FileExtension=.PDF&FileName=Photo%2011.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 12. Photo provided and taken by the FAA [no negative]. (item 29, .PDF, 227 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108686&FileExtension=.PDF&FileName=Photo%2012.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 13. Photo provided and taken by the FAA [no negative]. (item 30, .PDF, 224 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108687&FileExtension=.PDF&FileName=Photo%2013.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 14. Photo provided and taken by the FAA [no negative]. (item 31, .PDF, 158 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108688&FileExtension=.PDF&FileName=Photo%2014.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 15. Photo provided and taken by the FAA [no negative]. (item 32, .PDF, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108689&FileExtension=.PDF&FileName=Photo%2015.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 16. Photo provided and taken by the FAA [no negative]. (item 33, .PDF, 228 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108690&FileExtension=.PDF&FileName=Photo%2016.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 17. Photo provided and taken by the FAA no negative]. (item 34, .PDF, 144 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108691&FileExtension=.PDF&FileName=Photo%2017.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20no%20negative%5D.-Master.PDF - Photo 18. Photo provided and taken by the FAA [no negative]. (item 35, .PDF, 155 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108692&FileExtension=.PDF&FileName=Photo%2018.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 19. Photo provided and taken by the FAA [no negative]. (item 36, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108693&FileExtension=.PDF&FileName=Photo%2019.%20%20Photo%20provided%20and%20taken%20by%20the%20FAA%20%5Bno%20negative%5D.-Master.PDF - Photo 20. Photo provided and taken by Cessna [no negative]. (item 37, .PDF, 162 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108694&FileExtension=.PDF&FileName=Photo%2020.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 21. Photo provided and taken by Cessna [no negative]. (item 38, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108695&FileExtension=.PDF&FileName=Photo%2021.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 22. Photo provided and taken by Cessna [no negative]. (item 39, .PDF, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108696&FileExtension=.PDF&FileName=Photo%2022.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 23. Photo provided and taken by Cessna [no negative]. (item 40, .PDF, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108697&FileExtension=.PDF&FileName=Photo%2023.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 24. Photo provided and taken by Cessna [no negative]. (item 41, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108698&FileExtension=.PDF&FileName=Photo%2024.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 25. Photo provided and taken by Cessna [no negative]. (item 42, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108699&FileExtension=.PDF&FileName=Photo%2025.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 26. Photo provided and taken by Cessna [no negative]. (item 43, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108700&FileExtension=.PDF&FileName=Photo%2026.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 27. Photo provided and taken by Cessna [no negative]. (item 44, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108701&FileExtension=.PDF&FileName=Photo%2027.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 28. Photo provided and taken by Cessna [no negative]. (item 45, .PDF, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108702&FileExtension=.PDF&FileName=Photo%2028.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-Master.PDF - Photo 29. Photo provided and taken by Cessna [no negative]. (item 46, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40108703&FileExtension=.PDF&FileName=Photo%2029.%20%20Photo%20provided%20and%20taken%20by%20Cessna%20%5Bno%20negative%5D.-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.