# NTSB NYC99MA178: Piper PA-32R-301, N9253N, Vineyard Haven, MA, July 17, 1999 - Type: NTSB accident investigation - Classification: Accident · Fatal · Major investigation · Final report - Date: July 16, 1999, 21:41 local (Jul 17, 1999, 01:41 UTC) - Place: Vineyard Haven, MA - Location: 41.4572° N, 70.6075° W: Placed by OpenAirDocs: center of Vineyard Haven, MA, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=41.4572&lon=-70.6075&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report July 6, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 46975 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC99MA178 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/46975/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=46975 - Page: https://openairdocs.org/ntsb/NYC99MA178 ## Probable cause The pilot's failure to maintain control of the airplane during a descent over water at night, which was a result of spatial disorientation. Factors in the accident were haze, and the dark night. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, descent - light condition - dark night (contributing factor) - weather condition - haze (contributing factor) - aircraft control - not maintained, pilot in command (cause) - spatial disorientation, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water ## Analysis The noninstrument-rated pilot obtained weather forecasts for a cross-country flight, which indicated visual flight rules (VFR) conditions with clear skies and visibilities that varied between 4 to 10 miles along his intended route. The pilot then departed on a dark night. According to a performance study of radar data, the airplane proceeded over land at 5,500 feet. About 34 miles west of Martha's Vineyard Airport, while crossing a 30-mile stretch of water to its destination, the airplane began a descent that varied between 400 to 800 feet per minute (fpm). About 7 miles from the approaching shore, the airplane began a right turn. The airplane stopped its descent at 2,200 feet, then climbed back to 2,600 feet and entered a left turn. While in the left turn, the airplane began another descent that reached about 900 fpm. While still in the descent, the airplane entered a right turn. During this turn, the airplane's rate of descent and airspeed increased. The airplane's rate of descent eventually exceeded 4,700 fpm, and the airplane struck the water in a nose-down attitude. Airports along the coast reported visibilities between 5 and 8 miles. Other pilots flying similar routes on the night of the accident reported no visual horizon while flying over the water because of haze. The pilot's estimated total flight experience was about 310 hours, of which 55 hours were at night. The pilot's estimated flight time in the accident airplane was about 36 hours, of which about 9.4 hours were at night. About 3 hours of that time was without a certified flight instructor (CFI) on board, and about 0.8 hour of that was flown at night and included a night landing. In the 15 months before the accident, the pilot had flown either to or from the destination area about 35 times. The pilot flew at least 17 of these flight legs without a CFI on board, of which 5 were at night. Within 100 days before the accident, the pilot had completed about 50 percent of a formal instrument training course. A Federal Aviation Administration Advisory Circular (AC) 61-27C, "Instrument Flying: Coping with Illusions in Flight," states that illusions or false impressions occur when information provided by sensory organs is misinterpreted or inadequate and that many illusions in flight could be caused by complex motions and certain visual scenes encountered under adverse weather conditions and at night. The AC also states that some illusions might lead to spatial disorientation or the inability to determine accurately the attitude or motion of the aircraft in relation to the earth's surface. The AC further states that spatial disorientation, as a result of continued VFR flight into adverse weather conditions, is regularly near the top of the cause/factor list in annual statistics on fatal aircraft accidents. According to AC 60-4A, "Pilot's Spatial Disorientation," tests conducted with qualified instrument pilots indicated that it can take as long as 35 seconds to establish full control by instruments after a loss of visual reference of the earth's surface. AC 60-4A further states that surface references and the natural horizon may become obscured even though visibility may be above VFR minimums and that an inability to perceive the natural horizon or surface references is common during flights over water, at night, in sparsely populated areas, and in low-visibility conditions. Examination of the airframe, systems, avionics, and engine did not reveal any evidence of a preimpact mechanical malfunction. ## Factual narrative HISTORY OF FLIGHT On July 16, 1999, about 2141 eastern daylight time, a Piper PA-32R-301, Saratoga II, N9253N, was destroyed when it crashed into the Atlantic Ocean approximately 7 1/2 miles southwest of Gay Head, Martha's Vineyard, Massachusetts. The certificated private pilot and two passengers received fatal injuries. Night visual meteorological conditions (VMC) prevailed, and no flight plan had been filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The flight originated from Essex County Airport (CDW), Caldwell, New Jersey, and was destined for Barnstable Municipal-Boardman/Polando Field (HYA), Hyannis, Massachusetts, with a scheduled stop at Martha's Vineyard Airport (MVY), Vineyard Haven, Massachusetts. During interviews, witnesses stated that the purpose of the flight was to fly to Martha's Vineyard to drop off one passenger and then continue to HYA. An employee of a fixed-base operator (FBO) at CDW stated that he had called the pilot about 1300 on the day of the accident to verify that the pilot intended to fly the airplane, N9253N, over the weekend. The pilot informed the employee that he did plan to fly the airplane and that he would arrive at the airport between 1730 and 1800. The employee informed the pilot that he would have the airplane parked outside of the hangar. Witnesses who were at CDW on the night of the accident stated that they saw the pilot and a female near the accident airplane. The witnesses also reported that they saw the pilot using crutches and loading luggage into the airplane. One witness stated that he watched the pilot perform an engine run-up and then take off about 2040. The witness further stated that "takeoff and right downwind departure seem[ed] normal." According to air traffic control (ATC) transcripts from CDW's tower, about 2034, the pilot of N9253N contacted the ground controller and stated, "...saratoga niner two five three november ready to taxi with mike...right turnout northeast bound." The ground controller instructed the pilot to taxi to runway 22, which the pilot acknowledged. At 2038:32, the pilot of N9253N contacted the tower controller and advised that he was ready to take off from runway 22. At 2038:39, the tower controller cleared N9253N for takeoff; at 2038:43, the pilot acknowledged the clearance. A few seconds later, the tower controller asked the pilot if he was heading towards Teterboro, New Jersey. The pilot replied, "No sir, I'm uh actually I'm heading a little uh north of it, uh eastbound." The tower controller then instructed the pilot to "make it a right downwind departure then." At 2038:56, the pilot acknowledged the instruction stating, "right downwind departure two two." No records of any further communications between the pilot and ATC exist. According to radar data, at 2040:59, a target transmitting a visual flight rules (VFR) code was observed about 1 mile southwest of CDW at an altitude of 1,300 feet. The target proceeded to the northeast, on a course of about 55 degrees, remaining below 2,000 feet. The target was at 1,400 feet when it reached the Hudson River. When the target was about 8 miles northwest of the Westchester County Airport (HPN), White Plains, New York, it turned north over the river and began to climb. After proceeding north about 6 miles, the target turned eastward to a course of about 100 degrees. The target continued to climb and reached 5,500 feet about 6 miles northeast of HPN. When the target's course was plotted on a New York VFR navigational map, the extended course line crossed the island of Martha's Vineyard. The target continued eastward at 5,500 feet, passing just north of Bridgeport, Connecticut, and crossed the shoreline between Bridgeport and New Haven, Connecticut. The target ground track continued on the 100-degree course, just south and parallel to the Connecticut and Rhode Island coastlines. After passing Point Judith, Rhode Island, the target continued over the Rhode Island Sound. A performance study of the radar data revealed that the target began a descent from 5,500 feet about 34 miles west of MVY. The speed during the descent was calculated to be about 160 knots indicated airspeed (KIAS), and the rate of descent was calculated to have varied between 400 and 800 feet per minute (fpm). About 2138, the target began a right turn in a southerly direction. About 30 seconds later, the target stopped its descent at 2,200 feet and began a climb that lasted another 30 seconds. During this period of time, the target stopped the turn, and the airspeed decreased to about 153 KIAS. About 2139, the target leveled off at 2,500 feet and flew in a southeasterly direction. About 50 seconds later, the target entered a left turn and climbed to 2,600 feet. As the target continued in the left turn, it began a descent that reached a rate of about 900 fpm. When the target reached an easterly direction, it stopped turning; its rate of descent remained about 900 fpm. At 2140:15, while still in the descent, the target entered a right turn. As the target's turn rate increased, its descent rate and airspeed also increased. The target's descent rate eventually exceeded 4,700 fpm. The target's last radar position was recorded at 2140:34 at an altitude of 1,100 feet. (For a more detailed description of the target's [accident airplane's] performance, see Section, "Tests and Research," Subsection, "Aircraft Performance Study.") On July 20, 1999, about 2240, the airplane's wreckage was located in 120 feet of water, about 1/4 mile north of the target's last recorded radar position. The accident occurred during the hours of darkness. In the area of and on the night of the accident, sunset occurred about 2014. Civil twilight ended about 2047, and nautical twilight ended about 2128. About 2140, the moon was about 11.5 degrees above the horizon at a bearing of 270.5 degrees and provided about 19 percent illumination. The location of the accident wreckage was about 41 degrees, 17 minutes, 37.2 seconds north latitude; 70 degrees, 58 minutes, 39.2 seconds west longitude. PERSONNEL INFORMATION The pilot obtained his private pilot certificate for "airplane single-engine land" in April 1998. He did not possess an instrument rating. He received a "high performance airplane" sign-off in his Cessna 182 in June 1998 and a "complex airplane" sign-off in the accident airplane in May 1999. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on December 27, 1997, with no limitations. A copy of the pilot's logbook that covered from October 4, 1982, to November 11, 1998, was provided to the Safety Board. The pilot's most recent logbook was not located. The Board used the copied logbook, records from training facilities, copies of flight instructors' logbooks, and statements from instructors and pilots to estimate the pilot's total flight experience. The pilot's estimated total flight experience, excluding simulator training, was about 310 hours, of which 55 hours were at night. The pilot's estimated experience flying without a certified flight instructor (CFI) on board was about 72 hours. The pilot's estimated flight time in the accident airplane was about 36 hours, of which 9.4 hours were at night. Approximately 3 hours of that flight time was without a CFI on board, and about 0.8 hour of that time was flown at night, which included a night landing. In the 15 months before the accident, the pilot had flown about 35 flight legs either to or from the Essex County/Teterboro, New Jersey, area and the Martha's Vineyard/Hyannis, Massachusetts, area. The pilot flew over 17 of these legs without a CFI on board, including at least 5 at night. The pilot's last known flight in the accident airplane without a CFI on board was on May 28, 1999. Pilot Training On October 4, 1982, the pilot started re ## Aircraft - Registration: [N9253N](https://openairdocs.org/deregistered/N9253N-2015-05-13), registration cancelled 2015-05-13, S/N 3213100, built 1995 (OpenAirDocs) - Reported make and model: Piper PA-32R-301 - Registry model: [Piper PA-32R-301](https://openairdocs.org/model/piper-pa-32r-301) (registry code 7103218) (OpenAirDocs) - Registry engine: [Lycoming IO-540 series](https://openairdocs.org/engine/lycoming-io-540-series) (registry code 41530, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 32-13100 - Airframe hours: 664 - Engines: Lycoming IO-540-K1G5 300 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: John F. Kennedy Jr. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 25, 1999, 41 hours before - Departed: CDW, CALDWELL, NJ - Destination: MVY, MA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 38; private; airplane ratings: single-engine land; medical: class 2, valid medical--no waivers/lim.; seat: left; toxicology performed; flight hours: 310 total, 36 in this make and model, 212 as pilot in command, 45 in the last 90 days, 18 in the last 30 days ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 240° at 10 knots, gusting 15 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 167 °F, dew point 147 °F - Altimeter: 30.00 inHg - Observed at: MVY, 15 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 19990716009079A](https://openairdocs.org/incident/19990716009079A), Jul 16, 1999: Piper PA32R300, Vineyard, MA, 3 fatal. Overdue on flight from caldwell, NJ to Vineyard, MA. (-23) at this time no causal factor are known. ## Docket (103 files) The files NTSB released with the investigation on July 6, 2000, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=46975. 18.9 MB in all. - Cover Sheet for FOI99MA178, FOI99MA178X and FOI99MA178XX (Freedom of Information Data) (item 1, .PDF, 13 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40188628&FileExtension=.PDF&FileName=Cover%20Sheet%20for%20FOI99MA178,%20FOI99MA178X%20and%20FOI99MA178XX%20(Freedom%20of%20Information%20Data)-Master.PDF - Supplement A (item 2, .PDF, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124579&FileExtension=.PDF&FileName=Supplement%20A-Master.PDF - Supplement B (item 3, .PDF, 282 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124580&FileExtension=.PDF&FileName=Supplement%20B-Master.PDF - Operations 2 - Group Chairman Factual Report (item 4, .PDF, 4.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392072&FileExtension=.PDF&FileName=Operations%202%20-%20Group%20Chairman%20Factual%20Report-Redacted.PDF - ATC 3 - ATC Information (item 5, .PDF, 664 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392073&FileExtension=.PDF&FileName=ATC%203%20-%20ATC%20Information-Redacted.PDF - Meteorology 5 - Group Chairman Factual Report (item 6, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124585&FileExtension=.PDF&FileName=Meteorology%205%20-%20Group%20Chairman%20Factual%20Report-Master.PDF - Meteorology 5 - Attachment 1 (item 7, .PDF, 348 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124586&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201-Master.PDF - Meteorology 5 - Attachment 1 - Chart 1A (item 8, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124587&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%201A-Master.PDF - Meteorology 5 - Attachment 1 - Chart 2A (item 9, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124588&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%202A-Master.PDF - Meteorology 5 - Attachment 1 - Chart 3A (item 10, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124589&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%203A-Master.PDF - Meteorology 5 - Attachment 1 - Chart 4A (item 11, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124590&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%204A-Master.PDF - Meteorology 5 - Attachment 1 - Chart 5A (item 12, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124591&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%205A-Master.PDF - Meteorology 5 - Attachment 1 - Chart 6A (item 13, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124592&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%206A-Master.PDF - Meteorology 5 - Attachment 1 - Chart 7A (item 14, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124593&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%207A-Master.PDF - Meteorology 5 - Attachment 1 - (continued) (item 15, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124594&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20(continued)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page24) (item 16, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124595&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page24)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 25) (item 17, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124596&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2025)-Master.PDF - Meteorology 5 - Attachment 1 (continued) (item 18, .PDF, 120 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124597&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20(continued)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 28) (item 19, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124598&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2028)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 29) (item 20, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124599&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2029)-Master.PDF - Meteorology 5 - Attachment 1 - (continued) (item 21, .PDF, 670 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124600&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20(continued)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 37) (item 22, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124601&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2037)-Master.PDF - Meteorology 5 - Attachment 1 - (continued) (item 23, .PDF, 435 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124602&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20(continued)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 42) (item 24, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40188629&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2042)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 43) (item 25, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124603&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2043)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 44) (item 26, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124604&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2044)-Master.PDF - Meteorology 5 - Attachment 1 - (continued) (item 27, .PDF, 540 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124605&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20(continued)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 50) (item 28, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124606&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2050)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 51) (item 29, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124607&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2051)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 52) (item 30, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124608&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2052)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 53) (item 31, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124609&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2053)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 54) (item 32, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124610&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2054)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 55) (item 33, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124611&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2055)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 56) (item 34, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124612&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2056)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 57) (item 35, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124613&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2057)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 58) (item 36, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124614&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2058)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 59) (item 37, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124615&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2059)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 60) (item 38, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124616&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2060)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 61) (item 39, .PDF, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124617&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2061)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 62) (item 40, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124618&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2062)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 63) (item 41, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124619&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2063)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 64) (item 42, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124620&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2064)-Master.PDF - Meteorology 5 - Attachment 1 - (continued) (item 43, .PDF, 706 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124621&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20(continued)-Master.PDF - Meteorology 5 - Attachment 1 - Chart (page 74) (item 44, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124622&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20Chart%20(page%2074)-Master.PDF - Meteorology 5 - Attachment 1 - (continued) (item 45, .PDF, 124 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124623&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20(continued)-Master.PDF - Meteorology 5 - Attachment 1 - (continued) (item 46, .PDF, 670 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124624&FileExtension=.PDF&FileName=Meteorology%205%20-%20Attachment%201%20-%20(continued)-Master.PDF - Powerplants 8 - Group Chairman Factual Report (item 47, .PDF, 619 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392076&FileExtension=.PDF&FileName=Powerplants%208%20-%20Group%20Chairman%20Factual%20Report-Redacted.PDF - Aircraft Performance 13 - Attachment 1 - Tabular Radar Data & Radar Data Plots (item 48, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124627&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%201%20-%20Tabular%20Radar%20Data%20%26%20Radar%20Data%20Plots-Master.PDF - Aircraft Performance 13 - Attachment 1 - Chart 1 - Flight Path of N9253N based on New York Center ARSR data. (item 49, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124628&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%201%20-%20Chart%201%20-%20Flight%20Path%20of%20N9253N%20based%20on%20New%20York%20Center%20ARSR%20data.-Master.PDF - Aircraft Perfromance 13 - Attachment 1 - Chart 2 - Radar Data from Several sources (item 50, .PDF, 26 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124629&FileExtension=.PDF&FileName=Aircraft%20Perfromance%2013%20-%20Attachment%201%20-%20Chart%202%20-%20Radar%20Data%20from%20Several%20sources-Master.PDF - Aircraft Performance 13 - Attachment 1 - Chart 3 - Selected Final Radar Returns for N9253N (item 51, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124630&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%201%20-%20Chart%203%20-%20Selected%20Final%20Radar%20Returns%20for%20N9253N-Master.PDF - Aircraft Performance 13 - Attachment 1 - Chart 4 - Radar Data from Several Sources (item 52, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124631&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%201%20-%20Chart%204%20-%20Radar%20Data%20from%20Several%20Sources-Master.PDF - Aircraft Performance 13 - Attachment 1 - Chart 5 - Westchester County Airport ASR Data Ground Track of AA 1484 and N9253N (item 53, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124632&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%201%20-%20Chart%205%20-%20Westchester%20County%20Airport%20ASR%20Data%20Ground%20Track%20of%20AA%201484%20and%20N9253N-Master.PDF - Aircraft Performance 13 - Attachment 1 - Chart 6 - Westchester County Airport ASR Data (item 54, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124633&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%201%20-%20Chart%206%20-%20Westchester%20County%20Airport%20ASR%20Data-Master.PDF - Aircraft Performance 13 - Attachment 2 - Wind Data (item 55, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124634&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%202%20-%20Wind%20Data-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 1 - Input to Simulation 7/16/99 (item 56, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124636&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%201%20-%20Input%20to%20Simulation%207%2F16%2F99-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 2 - Radar Data from several sources compared with Simulation Results (item 57, .PDF, 26 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124637&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%202%20-%20Radar%20Data%20from%20several%20sources%20%20compared%20with%20Simulation%20Results-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 3 - Comparison of Simulattion Altitude with Radar Altitude (item 58, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124638&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%203%20-%20Comparison%20of%20Simulattion%20Altitude%20with%20Radar%20Altitude-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 4 - Simulation Results 7/16/99 (item 59, .PDF, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124639&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%204%20-%20Simulation%20Results%207%2F16%2F99-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 5 - Simulation Results 7/16/99 (item 60, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124640&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%205%20-%20Simulation%20Results%207%2F16%2F99-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 6 - View from South East, Looking North West (item 61, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124641&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%206%20-%20View%20from%20South%20East,%20Looking%20North%20West-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 7 - View from East of Wreckage Site, Looking West (item 62, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124642&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%207%20-%20View%20from%20East%20of%20Wreckage%20Site,%20Looking%20West-Master.PDF - Aircraft Performance 13 - Attachment 3 - Chart 8 - View from South of Wreckage site, Looking North (item 63, .PDF, 25 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124643&FileExtension=.PDF&FileName=Aircraft%20Performance%2013%20-%20Attachment%203%20-%20Chart%208%20-%20View%20from%20South%20of%20Wreckage%20site,%20Looking%20North-Master.PDF - Airworthiness - Group Chairman Factual Report (item 64, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392077&FileExtension=.PDF&FileName=Airworthiness%20-%20Group%20Chairman%20Factual%20Report-Redacted.PDF - Airworthiness - Appendix A - Photographs (28) (item 65, .PDF, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124645&FileExtension=.PDF&FileName=Airworthiness%20-%20Appendix%20A%20-%20Photographs%20(28)-Master.PDF - Airworthiness - Photo 1. View of the cockpit and cabin area. (NTSB-B2) (item 66, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124646&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%201.%20View%20of%20the%20cockpit%20and%20cabin%20area.%20(NTSB-B2)-Master.PDF - Airworthiness - Photo 2. Close-up view of the instrument panel. Note that the attitude indicator (denoted by arrow) is captured in nose-down, steep right bank attitude. (NTSB-E21) (item 67, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124647&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%202.%20Close-up%20view%20of%20the%20instrument%20panel.%20%20Note%20that%20the%20attitude%20indicator%20(denoted%20by%20arrow)%20is%20captured%20in%20nose-down,%20steep%20right%20bank%20attitude.%20(NTSB-E21)-Master.PDF - Airworhtiness - Photo 3. View of right wing damage (view from forward looking aft). Note that the entire length of the wing spar was recovered. (NTSB-C2) (item 68, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124648&FileExtension=.PDF&FileName=Airworhtiness%20-%20Photo%203.%20View%20of%20right%20wing%20damage%20(view%20from%20forward%20looking%20aft).%20%20Note%20that%20the%20entire%20length%20of%20the%20wing%20spar%20was%20recovered.%20(NTSB-C2)-Master.PDF - Airworthiness - Photo 4. Close-up view of the outboard portion of the right wing (view from forward looking aft). Note aftward accordion crush damage of the leading edge skin. (NTSB-C13) (item 69, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124649&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%204.%20Close-up%20view%20of%20the%20outboard%20portion%20of%20the%20right%20wing%20(view%20from%20forward%20looking%20aft).%20%20Note%20aftward%20accordion%20crush%20damage%20of%20the%20leading%20edge%20skin.%20(NTSB-C13)-Master.PDF - Airworthiness - Photo 5. View of the inboard section of the right wing (view from aft looking forward). Note damage to main spar (background). Also note entire left flap (foreground) and lack of bulging or bowing deformation (item 70, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124650&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%205.%20View%20of%20the%20inboard%20section%20of%20the%20right%20wing%20(view%20from%20aft%20looking%20forward).%20%20Note%20damage%20to%20main%20spar%20(background).%20Also%20note%20entire%20left%20flap%20(foreground)%20and%20lack%20of%20bulging%20or%20bowing%20deformation-Master.PDF - Airworthiness - Photo 6. View off the inboard section of the right wing (view from forward looking aft). Note damage to main spar and the 90-degree forward bend (foreground) (NTSB-C14) (item 71, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124651&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%206.%20View%20off%20the%20inboard%20section%20of%20the%20right%20wing%20(view%20from%20forward%20looking%20aft).%20%20Note%20damage%20to%20main%20spar%20and%20the%2090-degree%20forward%20bend%20(foreground)%20(NTSB-C14)-Master.PDF - Airworthiness - Photo 7. Close-up view of the right wing spar area near 90-degree forward bend. Right main landing gear trunion (shown in foreground) is normally installed in this area. Note damage to the spar web in this ar (item 72, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124652&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%207.%20Close-up%20view%20of%20the%20right%20wing%20spar%20area%20near%2090-degree%20forward%20bend.%20Right%20main%20landing%20gear%20trunion%20(shown%20in%20foreground)%20is%20normally%20installed%20in%20this%20area.%20%20Note%20damage%20to%20the%20spar%20web%20in%20this%20ar-Master.PDF - Airworthiness - Photo 8. View of right wing damage (view from froward looking aft). Note that the entire length of the wing spar was recovered. (NTSB-C3) (item 73, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124653&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%208.%20View%20of%20right%20wing%20damage%20(view%20from%20froward%20looking%20aft).%20%20Note%20that%20the%20entire%20length%20of%20the%20wing%20spar%20was%20recovered.%20(NTSB-C3)-Master.PDF - Airworthiness - Photo 9. Close-up view of the leading edge skin of the left wing (view from forward looking aft). Note hydrodynamic deformation in aft direction. (NTSB-I12) (item 74, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124654&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%209.%20Close-up%20view%20of%20the%20leading%20edge%20skin%20of%20the%20left%20wing%20(view%20from%20forward%20looking%20aft).%20%20%20Note%20hydrodynamic%20deformation%20in%20aft%20direction.%20(NTSB-I12)-Master.PDF - Airworthiness - Photo 10. View of inboard section of left wing spar. Note spar web damage and the diverging spar caps. Right main landing gear is normally stowed directly behind this area. (NTSB-I6) (item 75, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124655&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2010.%20View%20of%20inboard%20section%20of%20left%20wing%20spar.%20%20Note%20spar%20web%20damage%20and%20the%20diverging%20spar%20caps.%20Right%20main%20landing%20gear%20is%20normally%20stowed%20directly%20behind%20this%20area.%20(NTSB-I6)-Master.PDF - Airworthiness - Photo 11. Close-up view of the upper spar cap fitting of the wing carry-through section where it mates with the left wing spar. Note rearward direction of fractures. (NTSB-I12) (item 76, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124656&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2011.%20Close-up%20view%20of%20the%20upper%20spar%20cap%20fitting%20of%20the%20wing%20carry-through%20section%20where%20it%20mates%20with%20the%20left%20wing%20spar.%20%20Note%20rearward%20direction%20of%20fractures.%20(NTSB-I12)-Master.PDF - Airworhtiness - Photo 12. View of the left side of the aft cabin and tail section. Note the bowing deformation of the separated rudder (denoted by arrow) and the twisting of the vertical stabilizer toward the right side of t (item 77, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124657&FileExtension=.PDF&FileName=Airworhtiness%20-%20Photo%2012.%20View%20of%20the%20left%20side%20of%20the%20aft%20cabin%20and%20tail%20section.%20%20Note%20the%20bowing%20deformation%20of%20the%20separated%20rudder%20(denoted%20by%20arrow)%20and%20the%20twisting%20of%20the%20vertical%20stabilizer%20toward%20the%20right%20side%20of%20t-Master.PDF - Airworthiness - Photo 13. Close-up view of the vertical stabilizer (view from right side view). Note that the upper half of the stabilizer is bent over toward the right side of the airplane. (NTSB-C22) (item 78, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124658&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2013.%20Close-up%20view%20of%20the%20vertical%20stabilizer%20(view%20from%20right%20side%20view).%20%20Note%20that%20the%20upper%20half%20of%20the%20stabilizer%20is%20bent%20over%20toward%20the%20right%20side%20of%20the%20airplane.%20(NTSB-C22)-Master.PDF - Airworthiness - Photo 14. View of stabilator damage and upper structure of mating tail cone (denoted by arrow). Note bowing deformation of the tail cone and the rudder adjacent to it, and impact damage of the left stabilator. (item 79, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124659&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2014.%20View%20of%20stabilator%20damage%20and%20upper%20structure%20of%20mating%20tail%20cone%20(denoted%20by%20arrow).%20Note%20bowing%20deformation%20of%20the%20tail%20cone%20and%20the%20rudder%20adjacent%20to%20it,%20and%20impact%20damage%20of%20the%20left%20stabilator.-Master.PDF - Airworthiness - Photo 15. View of the damage to the bottom structure of the aft-facing passenger seats in row 2. (item 80, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124660&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2015.%20View%20of%20the%20damage%20to%20the%20bottom%20structure%20of%20the%20aft-facing%20passenger%20seats%20in%20row%202.-Master.PDF - Airworthiness - Photo 16. View of the seat back structure of the aft-facing passenger seats in row 2. Note that the structure is bulged outward (forward relative to their normal installation in airplane). (NTSB-A2) (item 81, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124661&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2016.%20View%20of%20the%20seat%20back%20structure%20of%20the%20aft-facing%20passenger%20seats%20in%20row%202.%20%20Note%20that%20the%20structure%20is%20bulged%20outward%20(forward%20relative%20to%20their%20normal%20installation%20in%20airplane).%20(NTSB-A2)-Master.PDF - Airworthiness - Photo 17. Close-up view of left main landing gear actuator. Note that the end of the actuator (denoted by arrow) is in the retracted position. (NTSB-E2) (item 82, .PDF, 38 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124662&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2017.%20Close-up%20view%20of%20left%20main%20landing%20gear%20actuator.%20%20Note%20that%20the%20end%20of%20the%20actuator%20(denoted%20by%20arrow)%20is%20in%20the%20retracted%20position.%20(NTSB-E2)-Master.PDF - Airworthiness - Photo 18. Close-up view of the exposed portion of the stabilator trim jackscrew. (NTSB-T18) (item 83, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124663&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2018.%20Close-up%20view%20of%20the%20exposed%20portion%20of%20the%20stabilator%20trim%20jackscrew.%20(NTSB-T18)-Master.PDF - Airworthiness - Photo 19. Microscopic view of the airspeed indicator face. Note needle slap mark (denoted by arrow) beyond the 210-knot marking. This slap mark corresponds to the designed maximum needle travel. (NTSB-Lab Po (item 84, .PDF, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124664&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2019.%20Microscopic%20view%20of%20the%20airspeed%20indicator%20face.%20%20Note%20needle%20slap%20mark%20(denoted%20by%20arrow)%20beyond%20the%20210-knot%20marking.%20%20This%20slap%20mark%20corresponds%20to%20the%20designed%20maximum%20needle%20travel.%20(NTSB-Lab%20Po-Master.PDF - Airworthiness - Photo 20. Microscopic view of the vertical speed indicator face. Note needle slap mark is near the maximum indication of 2,000 feet per minute descent. (NTSB-Lab Polaroid) (item 85, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124665&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2020.%20Microscopic%20view%20of%20the%20vertical%20speed%20indicator%20face.%20%20Note%20needle%20slap%20mark%20is%20near%20the%20maximum%20indication%20of%202,000%20feet%20per%20minute%20descent.%20(NTSB-Lab%20Polaroid)-Master.PDF - Airworthiness - Photo 21. Close-up view of the engine tachometer after removal from wreckage. Note that needle is captured at the 2,750 rpm indications, and the tachometer time reads 663.5 hours. (NTSB-T1) (item 86, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124666&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2021.%20Close-up%20view%20of%20the%20engine%20tachometer%20after%20removal%20from%20wreckage.%20%20Note%20that%20needle%20is%20captured%20at%20the%202,750%20rpm%20indications,%20and%20the%20tachometer%20time%20reads%20663.5%20hours.%20(NTSB-T1)-Master.PDF - Airworthiness - Photo 22. View of primary (engine-driven) vacuum pump, after diassembly. The shear shaft was found intact. Note lack of vane damage or deformation. Also note lack of any pre-impact mechanical damage. (NTSB-S (item 87, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124667&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2022.%20View%20of%20primary%20(engine-driven)%20vacuum%20pump,%20after%20diassembly.%20The%20shear%20shaft%20was%20found%20intact.%20%20%20Note%20lack%20of%20vane%20damage%20or%20deformation.%20Also%20note%20lack%20of%20any%20pre-impact%20mechanical%20damage.%20(NTSB-S-Master.PDF - Airworthiness - Photo 23. View of propeller assembly, prior to disassembly by investigators. Note "S" bending, chordwise scratching, and leading edge gouging. (NTSB-BB) (item 88, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124668&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2023.%20View%20of%20propeller%20assembly,%20prior%20to%20disassembly%20by%20investigators.%20%20Note%20%20%22S%22%20bending,%20chordwise%20scratching,%20and%20leading%20edge%20gouging.%20%20(NTSB-BB)-Master.PDF - Airworthiness - Photo 24. View of all three propeller blades after removal from hub by investigators. Note "S" bending, chordwise scratching, and leading edge gouging. Also note two impressions in leading edge of blade no. 1 (item 89, .PDF, 30 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124669&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2024.%20View%20of%20all%20three%20propeller%20blades%20after%20removal%20from%20hub%20by%20investigators.%20Note%20%22S%22%20bending,%20chordwise%20scratching,%20and%20leading%20edge%20gouging.%20Also%20note%20two%20impressions%20in%20leading%20edge%20of%20blade%20no.%201%20-Master.PDF - Airworthiness - Photo 25. Close-up view of leading edge damage of propeller blade no. 1. (NTSB-CC) (item 90, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124670&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2025.%20Close-up%20view%20of%20leading%20edge%20damage%20of%20propeller%20blade%20no.%201.%20(NTSB-CC)-Master.PDF - Airworthiness - Photo 26. Overall view of engine prior to disassembly and inspection. Note that propeller had separated from the engine. Also note damage to the top of the no. 2 cylinder head section. (NTSB-AA) (item 91, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124671&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2026.%20Overall%20view%20of%20engine%20prior%20to%20disassembly%20and%20inspection.%20%20Note%20that%20propeller%20had%20separated%20from%20the%20engine.%20Also%20note%20damage%20to%20the%20top%20of%20the%20no.%202%20cylinder%20head%20section.%20%20(NTSB-AA)-Master.PDF - Airworthiness - Photo 27. Close-up view of the top of the no. 1 cylinder head section (view looking outboard) with propeller blade no. 1 resting next to it. Note consistent locations of blade damage with the cylinder damage. (item 92, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124672&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2027.%20%20Close-up%20view%20of%20the%20top%20of%20the%20no.%201%20cylinder%20head%20section%20(view%20looking%20outboard)%20with%20propeller%20blade%20no.%201%20resting%20next%20to%20it.%20Note%20consistent%20locations%20of%20blade%20damage%20with%20the%20cylinder%20damage.-Master.PDF - Airworthiness - Photo 28. Close-up view of the top of the no. 1 cylinder head section (view looking inboard) with propeller blade no. 1 resting next to it. Note consistent locations of blade damage with the cylinder damage. (item 93, .PDF, 39 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124673&FileExtension=.PDF&FileName=Airworthiness%20-%20Photo%2028.%20Close-up%20view%20of%20the%20top%20of%20the%20no.%201%20cylinder%20head%20section%20(view%20looking%20inboard)%20with%20propeller%20blade%20no.%201%20resting%20next%20to%20it.%20%20Note%20consistent%20locations%20of%20blade%20damage%20with%20the%20cylinder%20damage.%20-Master.PDF - Airworthiness - Appendix B - Drawings of Structural Damage (item 94, .PDF, 89 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124674&FileExtension=.PDF&FileName=Airworthiness%20-%20Appendix%20B%20-%20Drawings%20of%20Structural%20Damage-Master.PDF - Airworthiness - Appendix C - Autopilot & GPS Information (item 95, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392078&FileExtension=.PDF&FileName=Airworthiness%20-%20Appendix%20C%20-%20Autopilot%20%26%20GPS%20Information-Redacted.PDF - Airworthiness - Appendix D - Maintenance Record Excerpts (item 96, .PDF, 561 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392080&FileExtension=.PDF&FileName=Airworthiness%20-%20Appendix%20D%20-%20Maintenance%20Record%20Excerpts-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 97, .PDF, 186 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392081&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1. Photograph of the accident airplane taken within three months of the accident. (Photograph provided by previous owner of accident airplane) (item 98, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124680&FileExtension=.PDF&FileName=Photo%201.%20%20Photograph%20of%20the%20accident%20airplane%20taken%20within%20three%20months%20of%20the%20accident.%20(Photograph%20provided%20by%20previous%20owner%20of%20accident%20airplane)-Master.PDF - Photo 2. Photograph of the cockpit and instrument panel layout of the accident airplane taken within three months of the accident. (Photograph provided by previous owner of accident airplane) (item 99, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124681&FileExtension=.PDF&FileName=Photo%202.%20%20Photograph%20of%20the%20cockpit%20and%20instrument%20panel%20layout%20of%20the%20accident%20airplane%20taken%20within%20three%20months%20of%20the%20accident.%20%20(Photograph%20provided%20by%20previous%20owner%20of%20accident%20airplane)-Master.PDF - Photo 3. Photograph showing the interior cabin of the accident taken within three months of the accident. Second row of seats were aft-facing. (Photograph provided by previous owner of accident airplane) (item 100, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124682&FileExtension=.PDF&FileName=Photo%203.%20%20Photograph%20showing%20the%20interior%20cabin%20of%20the%20accident%20taken%20within%20three%20months%20of%20the%20accident.%20Second%20row%20of%20seats%20were%20aft-facing.%20%20(Photograph%20provided%20by%20previous%20owner%20of%20accident%20airplane)-Master.PDF - Photo 4. Overall view of wreckage (with right wing in the foreground) after it was laid out in a two-dimensional reconstruction. (NTSB-B2) (item 101, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40124683&FileExtension=.PDF&FileName=Photo%204.%20%20Overall%20view%20of%20wreckage%20(with%20right%20wing%20in%20the%20foreground)%20after%20it%20was%20laid%20out%20in%20a%20two-dimensional%20reconstruction.%20%20(NTSB-B2)-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 102, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392082&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Toxicological Report (item 103, .PDF, 53 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40392083&FileExtension=.PDF&FileName=Toxicological%20Report-Redacted.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.