# NTSB NYC08MA090: Raytheon C90A, N57WR, Mount Airy, NC, February 1, 2008

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Major investigation · Final report
- Date: February 1, 2008, 11:28 local (16:28 UTC)
- Place: Mount Airy, NC
- Coordinates: 36.463333, -80.550834
- Nearby events: https://openairdocs.org/map.md?lat=36.4633&lon=-80.5508&mi=10
- Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping)
- Defining event: [Approach-IFR missed approach: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241)
- Highest injury: Fatal
- Injuries: 6 fatal
- Status: Completed, report April 22, 2010
- Report: Approved by Office Director
- Parties: Hartzell Propeller, Hawker Beechcraft, FAA/FSDO, Pratt & Whitney Canada, TSBC
- NTSB case key (mKey): 67450
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC08MA090
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/67450/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=67450
- Page: https://openairdocs.org/ntsb/NYC08MA090

## Probable cause

The pilot's failure to maintain control of the airplane in instrument meteorological conditions. Contributing to the accident were the pilot's improper decision to descend below the minimum descent altitude, and failure to follow the published missed approach procedure.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Raytheon C90A, 4 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=7150004), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md)
- [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7150004), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md)
- [Ceiling/visibility/precip: low ceiling](https://openairdocs.org/ntsb-findings/03035010): Environmental issues › Conditions/weather/phenomena · Decision related to condition; cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-findings/03035010/cases.md?model=7150004), [All aircraft, 190 cases](https://openairdocs.org/ntsb-findings/03035010/cases.md)
- [Ceiling/visibility/precip: low visibility](https://openairdocs.org/ntsb-findings/03035015): Environmental issues › Conditions/weather/phenomena · Decision related to condition; cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-findings/03035015/cases.md?model=7150004), [All aircraft, 175 cases](https://openairdocs.org/ntsb-findings/03035015/cases.md)
- [Ceiling/visibility/precip: drizzle/mist](https://openairdocs.org/ntsb-findings/03035050): Environmental issues › Conditions/weather/phenomena · Decision related to condition; cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-findings/03035050/cases.md?model=7150004), [All aircraft, 18 cases](https://openairdocs.org/ntsb-findings/03035050/cases.md)
- [Health/Fitness: use of medication/drugs](https://openairdocs.org/ntsb-findings/02013020): Personnel issues › Physical · Pilot; cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-findings/02013020/cases.md?model=7150004), [All aircraft, 73 cases](https://openairdocs.org/ntsb-findings/02013020/cases.md)
- [Performance/control parameters](https://openairdocs.org/ntsb-findings/01062000): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-findings/01062000/cases.md?model=7150004), [All aircraft, 1,269 cases](https://openairdocs.org/ntsb-findings/01062000/cases.md)
- [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Raytheon C90A, 2 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md?model=7150004), [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Approach-IFR final approach: Altitude deviation](https://openairdocs.org/ntsb-events/282); cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-events/282/sequence.md?model=7150004), [All aircraft, 104 cases](https://openairdocs.org/ntsb-events/282/sequence.md)
- [Approach-IFR missed approach: Terrain avoidance alert](https://openairdocs.org/ntsb-events/410); cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-events/410/sequence.md?model=7150004), [All aircraft, 6 cases](https://openairdocs.org/ntsb-events/410/sequence.md)
- [Approach-IFR missed approach: Stall warn/stick-shaker/pusher](https://openairdocs.org/ntsb-events/430); cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-events/430/sequence.md?model=7150004), [All aircraft, 37 cases](https://openairdocs.org/ntsb-events/430/sequence.md)
- [Approach-IFR missed approach: Aerodynamic stall/spin](https://openairdocs.org/ntsb-events/241) (defining event); cases with it: [Raytheon C90A, 1 case](https://openairdocs.org/ntsb-events/241/sequence.md?model=7150004), [All aircraft, 1,529 cases](https://openairdocs.org/ntsb-events/241/sequence.md)
- [Approach-IFR missed approach: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Raytheon C90A, 3 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=7150004), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

While flying a nonprecision approach, the pilot deliberately descended below the minimum descent altitude (MDA) and attempted to execute a circle to land below the published circling minimums instead of executing the published missed approach procedure. During the circle to land, visual contact with the airport environment was lost and engine power was never increased after the airplane had leveled off. The airplane decelerated and entered an aerodynamic stall, followed by an uncontrolled descent which continued until ground impact. Weather at the time consisted of rain, with ceilings ranging from 300 to 600 feet, and visibility remaining relatively constant at 2.5 miles in fog. Review of the cockpit voice recorder (CVR) audio revealed that the pilot had displayed some non professional behavior prior to initiating the approach. Also contained on the CVR were comments by the pilot indicating he planned to descend below the MDA prior to acquiring the airport visually, and would have to execute a circling approach. Moments after stating a circling approach would be needed, the pilot received a sink rate aural warning from the enhanced ground proximity warning system (EGPWS). After several seconds, a series of stall warnings was recorded prior to the airplane impacting terrain. EGPWS data revealed, the airplane had decelerated approximately 75 knots in the last 20 seconds of the flight. Examination of the wreckage did not reveal any preimpact failures or malfunctions with the airplane or any of its systems. Toxicology testing detected sertraline in the pilot’s kidney and liver. Sertraline is a prescription antidepressant medication used for anxiety, obsessive-compulsive disorder, panic disorder, posttraumatic stress disorder, and social phobia. The pilot’s personal medical records indicated that he had been treated previously with two other antidepressant medications for “anxiety and depression” and a history of “impatience” and “compulsiveness.” The records also documented a diagnosis of diabetes without any indication of medications for the condition, and further noted three episodes of kidney stones, most recently experiencing “severe and profound discomfort” from a kidney stone while flying in 2005. None of these conditions or medications had been noted by the pilot on prior applications for an airman medical certificate. It is not clear whether any of the pilot’s medical conditions could account for his behavior or may have contributed to the accident.

## Factual narrative

HISTORY OF FLIGHT

On February 1, 2008, about 1128 eastern standard time, a Raytheon Aircraft Company C90A, N57WR, was substantially damaged when it impacted terrain during a missed approach following an instrument approach to the Mount Airy/Surry County Airport (MWK), Mount Airy, North Carolina. The certificated commercial pilot, pilot rated passenger, and four passengers were fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed for the flight, which departed Polk County Airport/Cornelius Moore Field (4A4), Cedartown, Georgia. The personal flight was conducted under 14 Code of Federal Regulations (CFR) Part 91.

According to witness statements, rain, low ceilings, and fog were present in the local area. The pilot was first heard to check in on the MWK common traffic advisory frequency (CTAF), and announce “final 36, Mount Airy.” The airplane was then observed to “break out of the clouds” at approximately 500 feet above ground level (agl), in close proximity to the airport, and then descend “rapidly” for about 200 feet. It was then observed to “side step” to the left of the runway, and fly parallel to it for its entire length. The airplane then made a “hard” left turn at the end of the runway and climbed into the “fog.” A few minutes later, it came out of the bottom of the clouds in a nose down attitude, disappeared behind trees east of the airport and the sound of impact was heard.

According to Federal Aviation Administration (FAA) air traffic control (ATC) voice and radar data, the airplane departed 4A4 at approximately 1024 and arrived in the vicinity of MWK approximately 50 minutes later.

After arrival in the local area, the pilot contacted Greensboro Approach (GSO) and advised the controller that he was level at 4,000 feet above mean sea level (msl) on a northeast-bound track toward MWK. The GSO controller then instructed the pilot to maintain 4,000 feet msl until crossing the EDLIF waypoint, fly the Global Positioning System (GPS) approach to runway 36 at MWK, and switch to the CTAF for the airport.

Radar data obtained from the terminal radar approach control facility at GSO contained recorded radar targets for the accident airplane from 1112 until 1128. During the GPS approach to runway 36, the airplane was recorded tracking inbound to the airport. The last radar target on final approach was recorded at 1125:40, at 2000 feet, approximately 1.25 nautical miles (nm) from the runway 36 threshold. No more radar targets were recorded until 1127:49, when the target representing the airplane reappeared on radar on a left base leg at 2300 feet. The target continued to turn left to about a 020-degree heading, overfly the threshold of runway 36 at 2300 feet, and continue on a 020-degree heading for another 14 seconds. The last target was recorded to the east of the airport, .6 nm south of the accident site, at 2,700 feet.

The accident occurred during the hours of daylight. The wreckage was located at 36 degrees, 27.797 minutes north latitude, 80 degrees, 33.042 minutes west longitude, at an elevation of 1,219 feet msl.

PERSONNEL INFORMATION

According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane multiengine land, airplane single engine land, and instrument airplane. He reported 780 total hours of flight experience on his most recent application for a FAA second-class medical certificate, dated August 6, 2007.

According to FAA records, the pilot-rated passenger held a private pilot certificate with ratings for airplane single engine land and instrument airplane. According to pilot records, he had accrued 1082.8 total hours of flight experience. His most recent application for a FAA second-class medical certificate was dated November 9, 2006.

AIRCRAFT INFORMATION

According to FAA and maintenance records, the airplane was manufactured in 2005. The airplane’s most recent manufacturer’s recommended inspection program, phase inspection, was completed on November 9, 2007. At that time the airplane had accrued 799.7 total hours of operation.

METEOROLOGICAL INFORMATION

According to National Weather Service (NWS) analysis charts, a surface occluded/cold front was moving eastward across western North Carolina during the late morning of February 1. Also, the charts indicated that a warm front over southern/eastern North Carolina was moving northward. A low-level cold wedge was situated between the fronts over north-central North Carolina (including MWK). The cold wedge was characterized by light easterly/northeasterly low-level flow near the surface and a strong inversion at about 5,000 feet. At and above the inversion, strong southerly-south southwesterly winds with speeds exceeding 50 knots were indicated over central North Carolina.

Widespread IFR conditions with scattered rain and drizzle were prevalent in the cold wedge.

Cloud Conditions on Approach

Infrared satellite images for the nominal times of 1110 and 1132 indicated cloud-top radiative temperatures in the vicinity of MWK ranged between +4 and –6 degrees Celsius (C). Upper air data implied cloud tops in this temperature range were 7,200 and 13,000 feet msl.

Surface Weather Conditions

An Automated Weather Observing System-3 (AWOS-3) recorded and disseminated official weather observations at MWK.

A weather observation taken about 3 minutes before the accident included: calm winds, visibility 2 and 1/2 miles in drizzle, overcast clouds at 600 feet, temperature 1 degrees C, dew point 0 degrees C, and an altimeter setting of 29.90 inches of mercury.

A weather observation taken about 13 minutes after the accident included: calm winds, visibility 2 and 1/2 miles in heavy drizzle, broken clouds at 300 feet, overcast at 600 feet, temperature 1 degrees C, dew point 0 degrees C, and an altimeter setting of 29.90 inches of mercury.

A review of surrounding weather observations by a NTSB meteorologist and post-accident certification of the equipment indicated that the AWOS-3 was reporting current weather conditions within the design specifications of the system.

AIRPORT INFORMATION

According to the Airport Facility Directory, MWK was a public use airport. It had one runway, oriented in an 18/36 configuration. Runway 36 was asphalt, in good condition. It was 4,300 feet long by 75 feet wide. The runway had non-precision markings that were in good condition. It was equipped with runway end identifier lights, medium intensity runway edge lights, and a 2-light precision approach path indicator.

FLIGHT RECORDERS

During examination of the wreckage, it was discovered that the airplane was equipped with an L-3 Communications FA 2100-1010 Cockpit Voice Recorder (CVR). Examination of the recorder by the NTSB's vehicle recorders laboratory revealed that the CVR had recorded 31 minutes and 3 seconds of useable audio.

The following is a summary of the recorded events:

The recording began at 10:57:23, prior to the pilot being cleared for the approach. Review of the audio revealed that the private pilot passenger who was seated in the front right seat of the airplane was assisting the pilot during the flight.

At 10:57:49, a discussion ensued between the pilot and pilot-rated passenger regarding a possible diversion if needed to another airport that was 25 miles from MWK. At that time the pilot asked the pilot-rated passenger if he remembered how to shoot an instrument landing system (ILS) approach in “this thing.”

At 10:58:08, the pilot rated passenger advised him that he thought he could.

At 11:00:58, the pilot began to sing to the passengers, "Save my life I'm going down for the last time." This continued until 11:01:22, when the pilot began a commentary to the passengers stating, "If anybody back there believes in the good Lord, I believe now would be a good time to hit your knee

## Aircraft

- Registration: [N57WR](https://openairdocs.org/deregistered/N57WR-2009-07-13), registration cancelled 2009-07-13, S/N LJ-1678 (OpenAirDocs)
- Reported make and model: RAYTHEON AIRCRAFT COMPANY C90A
- Registry model: [Raytheon C90A](https://openairdocs.org/model/raytheon-c90a) (registry code 7150004) (OpenAirDocs)
- Category: Airplane
- Serial number: LJ-1678
- Airframe hours: 800
- Engines: Pratt & Whitney Aircraft of Ca PT6A-21 550 horsepower turbo prop; Pratt & Whitney Aircraft of Ca PT6A-21 550 horsepower turbo prop
- Damage: Substantial damage
- Flight: Personal, Part 91
- Operator: Blue Sky Airways Inc
- Registered owner: Blue Sky Airways Inc
- Airworthiness certificate: Standard, Normal
- Last inspection: Continuous airworthiness, November 9, 2007
- Departed: 4A4, Cedartown, GA
- Destination: MWK, Mount Airy, NC
- Flight plan: IFR
- Airport: MWK, Mt. Airy/Surry County Airport, runway 36, 4,301 × 75 ft, asphalt

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 50; injuries: fatal; private, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review November 17, 2006; seat: left; toxicology performed; flight hours: 780 total, 392 as pilot in command

## Weather

- Conditions: Instrument (IMC), Day
- Wind: calm
- Visibility: 2 statute miles
- Lowest ceiling: 300 ft broken
- Temperature: 34 °F, dew point 32 °F
- Observed at: MWK

## 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 20080201011039A](https://openairdocs.org/incident/20080201011039A), Feb 1, 2008: Beech C90A, Mount Airy, NC, Destroyed, 6 fatal. (-23) Aircraft was on a GPS approach to mt. Airy, NC (mwk) during IMC conditions. Aircraft made a go around and crashed. All 6 occupants were killed.

## Docket (28 files)

The files NTSB released with the investigation on December 15, 2009, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=67450. 12.2 MB in all.

- St. Petersburg FCF/AFSS Information (item 1, .PDF, 195 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315068&FileExtension=.PDF&FileName=St.%20Petersburg%20FCF%2FAFSS%20Information-Redacted.PDF
- Nashville FCF/AFSS Information (item 2, .PDF, 287 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315067&FileExtension=.PDF&FileName=Nashville%20FCF%2FAFSS%20Information-Redacted.PDF
- Weather Reports and Records (item 3, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315087&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF
- Meteorology 5 - Factual Report of Group Chairman (item 4, .PDF, 2.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40290324&FileExtension=.PDF&FileName=Meteorology%205%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF
- Meteorology 5 - Attachment 1 (item 5, .PDF, 140 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315637&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201-Redacted.PDF
- Meteorology 5 - Attachment 2 (item 6, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40290326&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%202-Master.PDF
- ATC 3 - ATC Radar Study (item 7, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40291194&FileExtension=.PDF&FileName=ATC%203%20-%20ATC%20Radar%20Study-Master.PDF
- EGPWS Factual Report (item 8, .PDF, 290 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40294532&FileExtension=.PDF&FileName=EGPWS%20Factual%20Report-Master.PDF
- EGPWS Factual Report - Attachment 1 (item 9, .CSV, 5 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40316078&FileExtension=.csv&FileName=EGPWS%20Factual%20Report%20-%20Attachment%201-Master.csv
- Airworthiness Factual Report of Group Chairman (item 10, .PDF, 706 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315085&FileExtension=.PDF&FileName=Airworthiness%20Factual%20Report%20of%20Group%20Chairman-Redacted.PDF
- Witness Statements (item 11, .PDF, 407 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315060&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF
- Maps or Charts of Accident Area, Wreckage Diagrams (item 12, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315082&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF
- Medical Records Information (item 13, .PDF, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40308077&FileExtension=.PDF&FileName=Medical%20Records%20Information-Master.PDF
- Toxicological Report - Pilot-Rated Passenger (item 14, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315061&FileExtension=.PDF&FileName=Toxicological%20Report%20-%20Pilot-Rated%20Passenger-Redacted.PDF
- Toxicological Report, Pilot (item 15, .PDF, 56 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315062&FileExtension=.PDF&FileName=Toxicological%20Report,%20Pilot-Redacted.PDF
- Estimated Weight and Balance at Time of Accident (item 16, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315069&FileExtension=.PDF&FileName=Estimated%20Weight%20and%20Balance%20at%20Time%20of%20Accident-Master.PDF
- Statement of Party Representatives to NTSB Investigation (item 17, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315072&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF
- Excerpt from Honeywell KTA970/KMH980 Pilot's Guide (item 18, .PDF, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315074&FileExtension=.PDF&FileName=Excerpt%20from%20Honeywell%20KTA970%2FKMH980%20Pilot%27s%20Guide-Master.PDF
- Excerpt from King Air C90A POH - Airspeed Limitations (item 19, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315075&FileExtension=.PDF&FileName=Excerpt%20from%20King%20Air%20C90A%20POH%20-%20Airspeed%20Limitations-Master.PDF
- Excerpt from King Air C90A POH - Balked Landing Procedure (item 20, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315076&FileExtension=.PDF&FileName=Excerpt%20from%20King%20Air%20C90A%20POH%20-%20Balked%20Landing%20Procedure-Master.PDF
- Excerpt from King Air C90A POH - Stall Warning System (item 21, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315077&FileExtension=.PDF&FileName=Excerpt%20from%20King%20Air%20C90A%20POH%20-%20Stall%20Warning%20System-Master.PDF
- Excerpt from King Air C90A POH - Seatbelts and Shoulder Harnesses (item 22, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315078&FileExtension=.PDF&FileName=Excerpt%20from%20King%20Air%20C90A%20POH%20-%20Seatbelts%20and%20Shoulder%20Harnesses-Master.PDF
- Release of Aircraft Wreckage, NTSB Form 6120.15 (item 23, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315083&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF
- Approach Chart - GPS Rwy 36 KMWK (item 24, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315084&FileExtension=.PDF&FileName=Approach%20Chart%20-%20GPS%20Rwy%2036%20KMWK-Master.PDF
- Photograph of Accident Site and Runway - NTSB (item 25, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315585&FileExtension=.PDF&FileName=Photograph%20of%20Accident%20Site%20and%20Runway%20-%20NTSB-Master.PDF
- Photograph of Accident Site - NTSB (item 26, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315586&FileExtension=.PDF&FileName=Photograph%20of%20Accident%20Site%20-%20NTSB-Master.PDF
- Photograph (High Angle) of Main Wreckage - NTSB (item 27, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40315587&FileExtension=.PDF&FileName=Photograph%20(High%20Angle)%20of%20Main%20Wreckage%20-%20NTSB-Master.PDF
- Cockpit Voice Recorder 12 - Factual Report of Group Chairman (item 28, .PDF, 94 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40322680&FileExtension=.PDF&FileName=Cockpit%20Voice%20Recorder%2012%20-%20Factual%20Report%20of%20Group%20Chairman-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.

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