# NTSB SEA07FA051: Beech 200, N45MF, Belgrade, MT, February 7, 2007 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: February 6, 2007, 21:04 local (Feb 7, 2007, 04:04 UTC) - Place: Belgrade, MT - Coordinates: 45.993057, -111.236663 - Nearby events: https://openairdocs.org/map.md?lat=45.9931&lon=-111.2367&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report January 31, 2008 - Report: Approved by Office Director - Parties: FAA FSDO, Hawker Beechcraft Corporation, Pratt & Whitney Canada, Metro Aviation, FAA - NTSB case key (mKey): 65180 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA07FA051 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/65180/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=65180 - Page: https://openairdocs.org/ntsb/SEA07FA051 ## Probable cause The pilot's failure to maintain an adequate altitude and descent rate during a night visual approach. Dark night conditions and mountainous terrain are factors in the accident. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, descent - terrain condition - rising (contributing factor) - altitude/clearance - not maintained, pilot in command (cause) - descent - not maintained, pilot in command (cause) - terrain condition - mountainous/hilly (contributing factor) - light condition - dark night (contributing factor) ## Analysis The cross-country flight was on an instrument flight rules (IFR) flight plan, approximately 42 nautical miles from the tower-controlled destination airport, when the pilot was cleared for the visual approach. Dark night visual meteorological conditions prevailed, and there was an overcast layer of clouds at 11,000 feet. After the en route radar service was terminated, the pilot contacted the local control tower and made a garbled and partially unintelligible transmission. Shortly after the time of the transmission, local law enforcement personnel received reports of a downed aircraft. The wreckage was located later that evening approximately 80 feet below the peak of a ridge that rose to an elevation of approximately 5,700 feet. From the initial point of contact with terrain, the debris path was scattered over the crest of the ridge and continued down the opposing side, in a south-southeast direction, toward the airport. The ridge was the highest obstruction between the accident location and the destination airport. The airport is located in a large valley and is surrounded by rising mountainous terrain. At night, clouds and terrain are difficult for pilots to see, and a gradual loss of visual cues can occur as flight is continued toward darker terrain. Additionally, the horizon is less visible and less distinct at night than during the day. Because the pilot was descending the airplane over rural, mountainous terrain that provided few visual ground reference cues, and because the overcast cloud layer would have prevented moonlight from illuminating the terrain, it is likely that the pilot did not see the rising terrain as the airplane continued toward it. The airplane was equipped with an Enhanced Ground Proximity Warning System; however, impact damage to the unit precluded post accident testing. It is not known how the unit was configured during the flight or what type of alerts the pilot received prior to impact. Post accident examination of the wreckage, to include both engines, did not disclose evidence of a mechanical malfunction prior to impact. Additionally, no evidence was found to suggest an in-flight structural failure. ## Factual narrative This report was modified on January 6, 2008. HISTORY OF FLIGHT On February 6, 2007, at 2104 mountain standard time, a Beech 200 King Air airplane, N45MF, registered to and operated by Metro Aviation, Inc., of Shreveport, Louisiana, collided with sparsely populated mountainous terrain approximately 13 nautical miles (nm) north-northwest of the Gallatin Field Airport (BZN), Belgrade, Montana. The Emergency Medical Services (EMS) positioning flight was operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and an instrument flight rules (IFR) flight plan was in effect. The airplane sustained substantial damage and the three occupants, an airline transport pilot, flight paramedic and flight nurse, were killed. The air ambulance was under contract to Benefis Healthcare/Mercy Flight, Great Falls, Montana. The flight departed Great Falls International Airport, Great Falls, Montana, at 2040 with an intended destination of BZN (approximately 103 nm from the departure airport). Instrument meteorological conditions prevailed at the departure airport and dark night visual meteorological conditions prevailed at the destination airport. A review of the Air Traffic Control (ATC) transcripts for the flight indicated that radio communications with the airplane was lost shortly after the pilot was cleared for the visual approach to runway 12 at BZN. At 2108 the Gallatin County Sheriff's Office received reports of a downed aircraft. The wreckage was located about 2230 that evening approximately 80 feet below the peak of a ridge that rose to an elevation of approximately 5,700 feet. From the first identified point of contact with terrain, the debris path tracked over the crest of the ridge and continued down the opposing side, in a south-southeast direction, for approximately 1,575 feet. Satellite based flight-tracking data (OuterLink) provided by the Operator indicated the airplane started a descent, from 15,000 feet mean sea level (MSL), approximately 42 nm north of the airport. The last data transmission from the airplane was received approximately six minutes later in the general area where the wreckage was located. PERSONNEL INFORMATION Pilot-in-Command (PIC) At the time of the accident, the PIC, age 59, held an airline transport pilot (ATP) certificate with a rating for airplane multiengine land, a commercial pilot certificate with a rating for airplane single-engine land and a type rating in the BE-300 King Air. The pilot's most recent Federal Aviation Administration (FAA) second-class airman medical certificate was issued on November 10, 2006, with the limitation that he must wear corrective lenses. Personnel records maintained by the operator indicated that Metro Aviation hired the pilot in November of 1999. Preceding his employment with Metro Aviation, the pilot was employed by Lynch Flying Service (beginning in 1996) as an air ambulance pilot. Company personnel records revealed that the pilot had accumulated 17,608 hours total flying time, which included 1,318 hours PIC in the King Air 200. The pilot had flown 66 hours in the previous 90 days, 45 hours in the previous 30 days and approximately 25 minutes (the accident flight) in the previous 24 hours. Training records indicated that the pilot successfully completed initial King Air (BE90 and 100) training in March of 1996, while employed by Lynch Flying Service of Billings, Montana. On April 2, 2000, the pilot successfully completed King Air 200 initial/upgrade training with SimuFlite in Dallas, Texas. The completion of the course, which included ground and simulator training, qualified the pilot as PIC for the King Air 200. In conjunction with the King Air 200 curriculum at SimuFlite, the pilot completed King Air BE90 and A100 recurrent and differences training. The pilot's most recent recurrent training for the King Air 200 was successfully completed with SimuFlite, in Dallas, Texas, on March 31, 2006. The recurrent training included ground and simulator training and fulfilled the recurrent Part 135 pilot testing requirements. The pilot's most recent Part 135 line check and IFR proficiency check were successfully completed on October 12, 2006. Flight and Duty Time The accident date, February 6, 2007, was the pilot's fifth consecutive duty day of a seven day rotation cycle. His duty day began at 2100 hours and was scheduled to end at 0700 on February 7. The accident flight was the pilot's first flight of the shift. Flight and duty times for the 5 days preceding the accident were: On February 5, the pilot's duty day began at 1900 and ended at 0700 the following morning. There were no flight operations during the pilot's duty day. On February 4 the pilot's duty day began at 1900, and ended at 0700 the following morning. The pilot completed one flight (.8 hours) during the duty period. On February 3, the pilot's duty day began at 1900, and ended at 0700 the following morning. There were no flight operations during the pilot's duty day. On February 2, the pilot's duty day began at 1900, and ended at 0700 the following morning. There were no flight operations during the pilot's duty day. On February 1, the pilot was not on duty. In the six months preceding the accident, the pilot flew a total of 73.4 hours. Review of pilot records, and subsequent conversations with the operator, indicated the pilot had flown this particular route of flight and was familiar with the terrain. AIRCRAFT INFORMATION The accident airplane, a Beech King Air 200 (serial number BB-234) was manufactured in 1977 and, since the date of manufacture, had accumulated 5,992 total flight hours. The airplane was equipped with two Pratt & Whitney Canada turbo propeller PT6A-41 engines. The airplane was being maintained in accordance with the manufacture's inspection program. Review of the aircraft logbooks revealed that the airplane's most recent inspection, a phase four inspection, was completed on September 21, 2006, at 5,827 total flight hours. There were no reported open maintenance discrepancies with the airplane at the time of the accident. The airplane was equipped with a Bendix/King Enhanced Ground Proximity Warning System (EGPWS). The EGPWS is classified as a class B Terrain Awareness and Warning System (TAWS). The EGPWS is a terrain warning system that provides relevant real-time terrain information. The system evaluates the aircraft flight parameters and compares it with an onboard terrain, obstacle and airport database. When the system predicts potential conflicts between the aircraft and terrain it alerts the flight crew of the conflict(s) via audio caution. The system incorporates an inhibit switch in the cockpit. When engaged by the pilot, the switch will silence terrain alerts generated by the system. The airplane was not equipped with a TAWS graphic display. Post accident data recovery from the component's non-volatile memory was unsuccessful due to the extent of damage sustained during the impact sequence. METEOROLOGICAL INFORMATION The closest weather observation facility to the accident site was the destination airport, Gallatin Field Airport, Belgrade, Montana, located approximately 13 nm from the accident site at an elevation of 4,471 feet msl. The airport is equipped with an Automated Surface Observing System (ASOS). The following weather observations (METAR format) were issued surrounding the time period of the accident: On February 6, at 2056, the observation was, in part, wind from 300 degrees at 4 knots, visibility unrestricted at 10 miles, overcast ceiling at 11,000 feet, temperature 3 degrees Celsius (C), dew point minus 1 degrees C, altimeter 30.30 inches of Hg. At 2145, the observation was, in part, wind from 260 degrees at 4 knots, visibility unrestricted at 10 miles, overcast ceiling at 11,000 feet, temperature 4 degrees C, dew ## Aircraft - Registration: [N45MF](https://openairdocs.org/deregistered/N45MF-2009-04-08), registration cancelled 2009-04-08, S/N BB-234, built 1977 (OpenAirDocs) - Reported make and model: BEECH 200 - Registry model: [Beech 200](https://openairdocs.org/model/beech-200) (registry code 1152920) (OpenAirDocs) - Registry engine: [U/A Canada PT6A-41](https://openairdocs.org/engine/u-a-canada-pt6a-41) (registry code 61541, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: BB234 - Airframe hours: 5992 - Engines: Pratt & Whitney Canada PT6A-41 850 horsepower turbo prop; Pratt & Whitney Canada PT6A-41 850 horsepower turbo prop - Damage: Substantial damage - Fire: On-Ground - Flight: Positioning, Part 91 - Registered owner: Metro Aviation, Inc - Airworthiness certificate: Standard, Normal - Last inspection: Continuous airworthiness, September 1, 2006, 5,827 hours before - Departed: GTF, GREAT FALLS, MT - Destination: BZN, Belgrade, MT - Flight plan: IFR - Airport: BZN, Gallatin Field ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: fatal; airline transport, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review October 1, 2006; toxicology performed; flight hours: 17,608 total, 1,318 in this make and model, 17,358 as pilot in command, 66 in the last 90 days, 45 in the last 30 days ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 300° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: 11,000 ft overcast - Temperature: 37 °F, dew point 30 °F - Altimeter: 30.00 inHg - Observed at: KBZN, 13 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 20070206003029A](https://openairdocs.org/incident/20070206003029A), Feb 6, 2007: Beech 200BEECH, Belgrade, MT, Destroyed, 3 fatal. (-23) The airplane was on a 14 CFR part 91 positioning flight from kgtf to kbzn to pickup a patient when it collided with mountainous terrain approximately 13… ## Docket (50 files) The files NTSB released with the investigation on January 23, 2008, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=65180. - ATC 3 - ATC Radar Study (item 1, .PDF, 4 photos, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287961&FileExtension=.PDF&FileName=ATC%203%20-%20ATC%20Radar%20Study-Master.PDF - ATC 3 - Salt Lake ARTCC NTAP Files (item 2, .TXT): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287963&FileExtension=.txt&FileName=ATC%203%20-%20Salt%20Lake%20ARTCC%20NTAP%20Files-Master.txt - ATC 3 - Salt Lake ARTCC DART file (item 3, .TXT): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287964&FileExtension=.txt&FileName=ATC%203%20-%20Salt%20Lake%20ARTCC%20DART%20file-Master.txt - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 4, .PDF, 345 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287879&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statements (item 5, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287880&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Photo 1. Part of Witness Statement for Denise J. Sebock (item 6, .PDF, 125 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287943&FileExtension=.PDF&FileName=Photo%201.%20%20Part%20of%20Witness%20Statement%20for%20Denise%20J.%20Sebock-Master.PDF - Photo 2. Part of Witness Statement for Denise J. Sebock (item 7, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287944&FileExtension=.PDF&FileName=Photo%202.%20%20Part%20of%20Witness%20Statement%20for%20Denise%20J.%20Sebock-Master.PDF - Photo 3. Part of Witness Statement for Denise J. Sebock (item 8, .PDF, 166 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287945&FileExtension=.PDF&FileName=Photo%203.%20%20Part%20of%20Witness%20Statement%20for%20Denise%20J.%20Sebock-Master.PDF - Photo 4. Part of Witness Statement for Denise J. Sebock (item 9, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287946&FileExtension=.PDF&FileName=Photo%204.%20%20Part%20of%20Witness%20Statement%20for%20Denise%20J.%20Sebock-Master.PDF - Maps and Charts (item 10, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287885&FileExtension=.PDF&FileName=Maps%20and%20Charts-Master.PDF - Weather Data (item 11, .PDF, 597 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287888&FileExtension=.PDF&FileName=Weather%20Data-Master.PDF - Transcript of Radio Communications (item 12, .PDF, 517 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287889&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Redacted.PDF - Radar Data Plots (item 13, .PDF, 478 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287886&FileExtension=.PDF&FileName=Radar%20Data%20Plots-Master.PDF - OuterLink Tracking Data (item 14, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287887&FileExtension=.PDF&FileName=OuterLink%20Tracking%20Data-Master.PDF - Pratt and Whitney Canada Field Notes (item 15, .PDF, 28 photos, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40414336&FileExtension=.PDF&FileName=Pratt%20and%20Whitney%20Canada%20Field%20Notes-Redacted.PDF - Beechcraft Hawker Report (item 16, .PDF, 213 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287891&FileExtension=.PDF&FileName=Beechcraft%20Hawker%20Report-Redacted.PDF - Intel Examination Report (item 17, .PDF, 224 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287892&FileExtension=.PDF&FileName=Intel%20Examination%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 18, .PDF, 118 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287893&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 19, .PDF, 75 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287894&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Report (item 20, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287895&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Image 1. Aerial overview. (item 21, .PDF, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287896&FileExtension=.PDF&FileName=Image%201.%20%20Aerial%20overview.-Master.PDF - Image 2. Cabin section located along debris path. (item 22, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287897&FileExtension=.PDF&FileName=Image%202.%20%20Cabin%20section%20located%20along%20debris%20path.-Master.PDF - Image 3. Cabin section located along debris path. (item 23, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287898&FileExtension=.PDF&FileName=Image%203.%20%20Cabin%20section%20located%20along%20debris%20path.-Master.PDF - Image 4. Cockpit (pre accident). (item 24, .PDF, 193 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287899&FileExtension=.PDF&FileName=Image%204.%20%20Cockpit%20(pre%20accident).-Master.PDF - Image 5. Cabin door. (item 25, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287901&FileExtension=.PDF&FileName=Image%205.%20%20Cabin%20door.-Master.PDF - Image 6. EGPWS. (item 26, .PDF, 683 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287902&FileExtension=.PDF&FileName=Image%206.%20%20EGPWS.-Master.PDF - Image 7. EGPWS. (item 27, .PDF, 638 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287903&FileExtension=.PDF&FileName=Image%207.%20%20EGPWS.-Master.PDF - Image 8. Tree located at the start of the debris field. (item 28, .PDF, 419 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287904&FileExtension=.PDF&FileName=Image%208.%20%20Tree%20located%20at%20the%20start%20of%20the%20debris%20field.-Master.PDF - Image 9. Tree located at the start of the debris field. (item 29, .PDF, 417 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287905&FileExtension=.PDF&FileName=Image%209.%20%20Tree%20located%20at%20the%20start%20of%20the%20debris%20field.-Master.PDF - Image 10. Left aileron. (item 30, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287906&FileExtension=.PDF&FileName=Image%2010.%20%20Left%20aileron.-Master.PDF - Image 11. Left engine. (item 31, .PDF, 597 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287907&FileExtension=.PDF&FileName=Image%2011.%20%20Left%20engine.-Master.PDF - Image 12. Left stabilizer. (item 32, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287908&FileExtension=.PDF&FileName=Image%2012.%20%20Left%20stabilizer.-Master.PDF - Image 13. Left stabilizer and elevator. (item 33, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287909&FileExtension=.PDF&FileName=Image%2013.%20%20Left%20stabilizer%20and%20elevator.-Master.PDF - Image 14. Piece of left wing. (item 34, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287910&FileExtension=.PDF&FileName=Image%2014.%20%20Piece%20of%20left%20wing.-Master.PDF - Image 15. Left aileron. (item 35, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287911&FileExtension=.PDF&FileName=Image%2015.%20%20Left%20aileron.-Master.PDF - Image 16. North side of hill. (item 36, .PDF, 744 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287913&FileExtension=.PDF&FileName=Image%2016.%20%20North%20side%20of%20hill.-Master.PDF - Image 17. Printed circuit board (EGPWS). (item 37, .PDF, 690 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287914&FileExtension=.PDF&FileName=Image%2017.%20%20Printed%20circuit%20board%20(EGPWS).-Master.PDF - Image 18. Right aileron (mislabeled in picture). (item 38, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287916&FileExtension=.PDF&FileName=Image%2018.%20%20Right%20aileron%20(mislabeled%20in%20picture).-Master.PDF - Image 19. Right engine. (item 39, .PDF, 467 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287918&FileExtension=.PDF&FileName=Image%2019.%20%20Right%20engine.-Master.PDF - Image 20. Right elevator. (item 40, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287919&FileExtension=.PDF&FileName=Image%2020.%20%20Right%20elevator.-Master.PDF - Image 21. Right elevator. (item 41, .PDF, 916 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287921&FileExtension=.PDF&FileName=Image%2021.%20%20Right%20elevator.-Master.PDF - Image 22. Right engine. (item 42, .PDF, 453 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287922&FileExtension=.PDF&FileName=Image%2022.%20%20Right%20engine.-Master.PDF - Image 23. Right stabilizer. (item 43, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287923&FileExtension=.PDF&FileName=Image%2023.%20%20Right%20stabilizer.-Master.PDF - Image 24. Right wing skin. (item 44, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287924&FileExtension=.PDF&FileName=Image%2024.%20%20Right%20wing%20skin.-Master.PDF - Image 25. Wing spar right. (item 45, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287925&FileExtension=.PDF&FileName=Image%2025.%20%20Wing%20spar%20right.-Master.PDF - Image 26. Rudder. (item 46, .PDF, 889 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287926&FileExtension=.PDF&FileName=Image%2026.%20%20Rudder.-Master.PDF - Image 27. South side of hill. (item 47, .PDF, 748 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287927&FileExtension=.PDF&FileName=Image%2027.%20%20South%20side%20of%20hill.-Master.PDF - Image 28. Wreckage path. (item 48, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287928&FileExtension=.PDF&FileName=Image%2028.%20%20Wreckage%20path.-Master.PDF - Image 29. Wreckage empennage. (item 49, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287929&FileExtension=.PDF&FileName=Image%2029.%20%20Wreckage%20empennage.-Master.PDF - Image 30. Wreckage fuselage. (item 50, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40287930&FileExtension=.PDF&FileName=Image%2030.%20%20Wreckage%20fuselage.-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.