# NTSB SEA95FA025: Piper PA-31T1, N22CN, Brockway, MT, November 30, 1994 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: November 29, 1994, 19:50 local (Nov 30, 1994, 02:50 UTC) - Place: Brockway, MT - Coordinates: 47.309417, -105.989738 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=47.3094&lon=-105.9897&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report April 29, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 42039 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA95FA025 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/42039/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=42039 - Page: https://openairdocs.org/ntsb/SEA95FA025 ## Probable cause a loss of control for undetermined reasons. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, cruise - reason for occurrence undetermined (cause) - Airframe/component/system failure/malfunction, descent - uncontrolled - light condition - dark night - flight control,elevator - overload - flight control,elevator - separation - wing - overload - wing - separation - Fire, descent - uncontrolled - In flight collision with terrain/water, descent - uncontrolled ## Analysis The airplane was level at FL220 at night when vertical fluctuations in altitude up to 500 feet above altitude were noted by the Salt Lake Center controller. Immediately thereafter, the aircraft began a descent and transponder targets were lost. A trajectory study showed the aircraft descending in a tight right turn. Examination of the wreckage revealed that the right elevator separated in negative overload with both wings separating negatively. Wreckage distribution established separation of the empennage and its associated control surfaces before the separation of the wings. A preimpact fire was witnessed and the main fuselage was destroyed by an intense postcrash fire. The initiating event which resulted in the altitude divergence and descending turn could not be determined. ## Factual narrative HISTORY OF FLIGHT On November 29, 1994, at 1950 mountain standard time, a Piper PA-31T1 Cheyenne, N22CN, being flown by a multi-engine, instru- ment rated, private pilot, broke up in flight and then collided with terrain during an uncontrolled descent. The aircraft was destroyed and a pre/post impact fire occurred. The pilot and passenger were fatally injured. The aircraft crashed 15 nautical miles southwest of Brockway, Montana. Dark night and variable meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was in effect at the time. The flight, which was business in nature, was to have been operated under 14CFR91, and originated from Lacrosse, Wisconsin approximately 1632. At 1930:59, N22CN requested a descent from flight level (FL) 240 to FL 220 and this request was granted by the Salt Lake Air Route Traffic Control (ARTCC) sector controller. Radar data showed the aircraft at FL 220 shortly thereafter. The Salt Lake ARTCC sector controller reported in a statement that "after working the sector for about 10 minutes I saw N22CN's altitude go up 500 feet. I was getting ready to tell him, when I saw his target disappear and the data block went into coast track." The controller's attempts to contact the aircraft were unsuccessful (refer to attached statement). The mode "C" altitude readout from the aircraft showed a consistent altitude of FL 220 with only minor 100 foot deviations on four occasions during the 12 second interrogations by the Salt Lake ARTCC radar between 1935:53 until shortly after 1944:18. At 1944:30, small up and down fluctuations of altitude up to 300 feet were noted on the mode "C" radar returns. At 1949:31, the mode "C" altitude peaked at 500 feet above FL 220, followed by a readout of 100 feet above FL 220 at 1949:43, and a final mode "C" readout of 100 feet below FL 220 at 1949:55. The mode "C" readout and transponder target were then lost. Salt Lake ARTCC radar recorded 23 additional primary (non transponder) targets before losing the aircraft (refer to ATTACHMENT RD-I). The next and last known radio contact received from the aircraft was an unintelligible transmission received at 1950:39. Witnesses reported observing a fireball descending steeply in an easterly direction (refer to attached witness statements). PERSONNEL INFORMATION A personal friend of the pilot reported that the pilot had logged approximately 1,200 hours of total flight time of which an esti- mated 300-400 hours were in the Beech Duke aircraft and approxi- mately 170 hours were in the PA-31T1. He indicated that the pilot had been flying N22CN on a weekly basis since its purchase. The pilot received ground and flight instruction from an individual providing contractual training during the month of June of 1994. No unusual attitude recovery training was conducted. The contractor, who travelled to Jefferson City, reported that he provided 24 hours of ground school instruction and approximately 10 hours of flight training (conducted in N22CN) over a three-day period, and that the pilot had no previous turbine experience at that time. The contractor signed off the pilot on June 22, 1994. As the aircraft was reported to have departed approximately 0800 from Jefferson City, the pilot would have been engaged in flight/ crew duty conditions for a period of time exceeding 12 continuous hours. AIRCRAFT INFORMATION The aircraft's airframe and powerplant logbooks were reported to be on board the aircraft at the time of the accident. No evidence of their remains was discovered during the on-site examination. According to FAA records, the aircraft was purchased by and registered to the pilot on July 20, 1994. Maintenance documen- tation retained by Jefferson City Flying Service, Inc., showed a pre-purchase inspection dated May 31, 1994, at an aircraft total time of 3223 hours (158.5 hours Hobbs time). Additional records from the same source showed 27 write ups on the aircraft with corresponding action taken. These writeups were dated September 6, 1994, coincident with the date on which a Piper programmed inspection 100-hour cycle checklist was signed off. Aircraft total time noted on the first page of the check sheet was 3330.9 hours with a corresponding Hobbs time of 264.2 hours noted. The most recent maintenance record was a single writeup corrected on November 16, 1994, at a recorded Hobbs time of 338.9 hours. A passenger occupying the front right seat of the aircraft on the morning of November 29th, while the aircraft was en route to Appleton, Wisconsin, reported the following event: "While en route and prior to our descent, we were on auto- pilot. The plane suddenly went into a hard right bank. (The pilot) turned off the auto-pilot and manually corrected back on course." "After the correction we (the pilot and front right passenger) commented that it had never done that before. (The pilot) put on the auto-pilot again and shortly it began a right bank. (The pilot) turned off the auto-pilot for a short time and again activated it with the same results commenting he would have it looked at" (refer to statement TB attached). METEOROLOGICAL INFORMATION Winds aloft for Glasgow, Montana, were recorded as follows: Observation time: 1900 hours mountain standard (11/29/94) altitude speed direction (true) 18,000' 60 kts 310 deg 19,000' 60 kts 308 deg 20,000' 62 kts 306 deg 21,000' 62 kts 305 deg 22,000' 68 kts 309 deg 23,000' 80 kts 317 deg 24,000' 93 kts 320 deg The Glasgow radiosonde launch point bears 322 degrees magnetic and 74 nautical miles from the accident site. COMMUNICATIONS No abnormal communications were noted until 1950:39 hours when Salt Lake ARTCC received an unintelligible radio transmission associated with N22CN (refer to attached communication transcripts). WRECKAGE AND IMPACT INFORMATION The ground impact site of the fuselage was established by a hand- held global positioning system (GPS) receiver as 47 degrees 05.184 minutes north latitude and 105 degrees 56.595 minutes west longitude at an elevation of approximately 2,975 feet above mean sea level. This location was 15 nautical miles south-southwest of Brockway, Montana. The terrain at the site was characteristic of gently rolling agricultural farmland. Fragments of wreckage were recovered during the on-site phase of the investigation and were distributed along an approximate 090 degree magnetic bearing line. The fuselage was observed to be inverted and oriented along a 245/065 degree magnetic bearing line (nose southwest). The nose cone/radar, empennage and associated control surfaces aft of the aft pressure bulkhead, and left/right wing sections outboard of the flaps, were absent. The fuselage was extensively fire damaged consequently Supplement "D" was not completed (refer to photo- graphs 1 through 4). The nose baggage door was observed detached from the fuselage and lying on the ground approximately 15 feet west of its baggage compartment and was observed to be free of any sooting or fire damage. Both engines were found within their respective nacelles with their respective propeller assemblies and spinners attached. All three blades of the right propeller remained attached to the spinner and were in a near feathered position (refer to photograph 5). One of the three blades of the left propeller was separated and observed lying next to the fuselage. The two remaining blades were in a near feathered position (refer to photographs 6/7). Several ground slash marks consistent with a propeller blade strike were observed in the soil 11 feet southwest of the right propeller spinner (refer to page 3, Supplement I). Twenty-four additional pieces of wreckage from the aircraft were locate ## Aircraft - Registration: [N22CN](https://openairdocs.org/deregistered/N22CN-2012-08-27), registration cancelled 2012-08-27, S/N 31T-7904049 (OpenAirDocs) - Reported make and model: PIPER PA-31T1 - Registry model: [Piper PA-31T1](https://openairdocs.org/model/piper-pa-31t1) (registry code 7103126) (OpenAirDocs) - Category: Airplane - Serial number: 31T-7904049 - Engines: P&W PT6A-11 500 horsepower turbo prop - Damage: Destroyed - Fire: In-Flight - Flight: Business, Part 91 - Registered owner: Fain, Charles, B. - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, September 6, 1994 - Departed: LSE, LACROSSE, WI - Destination: FCA, KALISPELL, MT - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 1,200 total, 170 in this make and model ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 140° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 8,000 ft overcast - Temperature: 27 °F, dew point 14 °F - Altimeter: 29.00 inHg - Observed at: MLS, 39 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 19941129039789A](https://openairdocs.org/incident/19941129039789A), Nov 29, 1994: Piper PA31T1, Brockway, MT, Destroyed, 2 fatal. Altitude varied FL220. PA31 then spiralled down. Airframe failed. Fire on board. Burned on impact. Origin unknown. ## Docket (54 files) The files NTSB released with the investigation on March 15, 1996, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=42039. 8.3 MB in all. - Supplement C (item 1, .PDF, 251 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043481&FileExtension=.PDF&FileName=Supplement%20C-Master.PDF - Supplement I (item 2, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043482&FileExtension=.PDF&FileName=Supplement%20I-Master.PDF - Supplement S (item 3, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043483&FileExtension=.PDF&FileName=Supplement%20S-Master.PDF - NTSB Trajectory Study (item 4, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446680&FileExtension=.PDF&FileName=NTSB%20Trajectory%20Study-Redacted.PDF - NTSB Metallurgist's Factual Report (item 5, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40446679&FileExtension=.PDF&FileName=NTSB%20Metallurgist%27s%20Factual%20Report-Redacted.PDF - Statement from Thomas E. Byland (item 6, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447620&FileExtension=.PDF&FileName=Statement%20from%20Thomas%20E.%20Byland-Master.PDF - Witness Statements (item 7, .PDF, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447614&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Chart I (item 8, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043487&FileExtension=.PDF&FileName=CHART%20I-Master.PDF - Weather Reports and Records (item 9, .PDF, 629 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043488&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records-Master.PDF - Transcript of Radio Communications (item 10, .PDF, 324 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447615&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Master.PDF - FAA Personnel Statements (item 11, .PDF, 138 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447616&FileExtension=.PDF&FileName=FAA%20Personnel%20Statements-Master.PDF - FAA Report of Aircraft Accident (item 12, .PDF, 156 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043491&FileExtension=.PDF&FileName=FAA%20Report%20of%20Aircraft%20Accident-Master.PDF - Attachment ac-i (item 13, .PDF, 104 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043492&FileExtension=.PDF&FileName=ATTACHMENT%20AC-I-Master.PDF - Attachment rd-i (item 14, .PDF, 188 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043493&FileExtension=.PDF&FileName=ATTACHMENT%20RD-I-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 15, .PDF, 286 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447617&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 16, .PDF, 106 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447618&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Toxicological Report (item 17, .PDF, 113 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40447619&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Photo 1. A view looking approximately 245 degrees magnetic at the aircraft in its inverted attitude at the ground impact site. (item 18, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043497&FileExtension=.PDF&FileName=Photo%201.%20%20A%20view%20looking%20approximately%20245%20degrees%20magnetic%20at%20the%20aircraft%20in%20its%20inverted%20attitude%20at%20the%20ground%20impact%20site.-Master.PDF - Photo 2. A view looking approximately 065 degrees magnetic at the aircraft in its inverted attitude at the ground impact site. (item 19, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043498&FileExtension=.PDF&FileName=Photo%202.%20%20A%20view%20looking%20approximately%20065%20degrees%20magnetic%20at%20the%20aircraft%20in%20its%20inverted%20attitude%20at%20the%20ground%20impact%20site.-Master.PDF - Photo 3. A view looking approximately 155 degrees magnetic at the aircraft. Note left engine/propeller (arrow) in the foreground. (item 20, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043499&FileExtension=.PDF&FileName=Photo%203.%20%20A%20view%20looking%20approximately%20155%20degrees%20magnetic%20at%20the%20aircraft.%20%20Note%20left%20engine%2Fpropeller%20(arrow)%20in%20the%20foreground.-Master.PDF - Photo 4. A view looking approximately 335 degrees magnetic at the aircraft. Note right engine/propeller (arrow) in the foreground. (item 21, .PDF, 36 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043500&FileExtension=.PDF&FileName=Photo%204.%20%20A%20view%20looking%20approximately%20335%20degrees%20magnetic%20at%20the%20aircraft.%20%20Note%20right%20engine%2Fpropeller%20(arrow)%20in%20the%20foreground.-Master.PDF - Photo 5. A closeup of the right engine and associated propeller. Note the 3 feathered propeller blades and flattened spinner underside. (item 22, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043501&FileExtension=.PDF&FileName=Photo%205.%20%20A%20closeup%20of%20the%20right%20engine%20and%20associated%20propeller.%20%20Note%20the%203%20feathered%20propeller%20blades%20and%20flattened%20spinner%20underside.-Master.PDF - Photo 6. A closeup of the left engine and associated propeller. Note the 2 feathered propeller blades and flattened spinner underside. (item 23, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043502&FileExtension=.PDF&FileName=Photo%206.%20%20A%20closeup%20of%20the%20left%20engine%20and%20associated%20propeller.%20%20Note%20the%202%20feathered%20propeller%20blades%20and%20flattened%20spinner%20underside.-Master.PDF - Photo 7. A closeup of the one detached propeller blade (from the left propeller) observed 4.5 feet southwest of the propeller spinner. (item 24, .PDF, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043503&FileExtension=.PDF&FileName=Photo%207.%20%20A%20closeup%20of%20the%20one%20detached%20propeller%20blade%20(from%20the%20left%20propeller)%20observed%204.5%20feet%20southwest%20of%20the%20propeller%20spinner.-Master.PDF - Photo 8. Refer to ATTACHMENT AC-I, PHOTO 08. (item 25, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043504&FileExtension=.PDF&FileName=Photo%208.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2008.-Master.PDF - Photo 9. Refer to ATTACHMENT AC-I, PHOTO 09. (item 26, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043505&FileExtension=.PDF&FileName=Photo%209.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2009.-Master.PDF - Photo 10. Refer to ATTACHMENT AC-I, PHOTO 10. (item 27, .PDF, 44 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043506&FileExtension=.PDF&FileName=Photo%2010.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2010.-Master.PDF - Photo 11. Refer to ATTACHMENT AC-I, PHOTO 11. (item 28, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043507&FileExtension=.PDF&FileName=Photo%2011.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2011.-Master.PDF - Photo 12. Refer to ATTACHMENT AC-I, PHOTO 12. (item 29, .PDF, 61 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043508&FileExtension=.PDF&FileName=Photo%2012.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2012.-Master.PDF - Photo 13. Refer to ATTACHMENT AC-I, PHOTO 13. (item 30, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043509&FileExtension=.PDF&FileName=Photo%2013.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2013.-Master.PDF - Photo 14. Refer to ATTACHMENT AC-I, PHOTO 14. (item 31, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043510&FileExtension=.PDF&FileName=Photo%2014.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2014.-Master.PDF - Photo 15. Refer to ATTACHMENT AC-I, PHOTO 15. (item 32, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043511&FileExtension=.PDF&FileName=Photo%2015.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2015.-Master.PDF - Photo 16. Refer to ATTACHMENT AC-I, PHOTO 16. (item 33, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043512&FileExtension=.PDF&FileName=Photo%2016.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2016.-Master.PDF - Photo 17. Refer to ATTACHMENT AC-I, PHOTO 17. (item 34, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043513&FileExtension=.PDF&FileName=Photo%2017.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2017.-Master.PDF - Photo 18. Refer to ATTACHMENT AC-I, PHOTO 18. (item 35, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043514&FileExtension=.PDF&FileName=Photo%2018.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2018.-Master.PDF - Photo 19. Refer to ATTACHMENT AC-I, PHOTO 19. (item 36, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043515&FileExtension=.PDF&FileName=Photo%2019.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2019.-Master.PDF - Photo 20. Refer to ATTACHMENT AC-I, PHOTO 20. (item 37, .PDF, 64 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043516&FileExtension=.PDF&FileName=Photo%2020.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2020.-Master.PDF - Photo 21. Refer to ATTACHMENT AC-I, PHOTO 21. (item 38, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043517&FileExtension=.PDF&FileName=Photo%2021.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2021.-Master.PDF - Photo 22. Refer to ATTACHMENT AC-I, PHOTO 22. (item 39, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043518&FileExtension=.PDF&FileName=Photo%2022.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2022.-Master.PDF - Photo 23. Refer to ATTACHMENT AC-I, PHOTO 23. (item 40, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043519&FileExtension=.PDF&FileName=Photo%2023.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2023.-Master.PDF - Photo 24. Refer to ATTACHMENT AC-I, PHOTO 24. (item 41, .PDF, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043520&FileExtension=.PDF&FileName=Photo%2024.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2024.-Master.PDF - Photo 25. Refer to ATTACHMENT AC-I, PHOTO 25. (item 42, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043521&FileExtension=.PDF&FileName=Photo%2025.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2025.-Master.PDF - Photo 26. Refer to ATTACHMENT AC-I, PHOTO 26. (item 43, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043522&FileExtension=.PDF&FileName=Photo%2026.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2026.-Master.PDF - Photo 27. Refer to ATTACHMENT AC-I, PHOTO 27. (item 44, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043523&FileExtension=.PDF&FileName=Photo%2027.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2027.-Master.PDF - Photo 28. Refer to ATTACHMENT AC-I, PHOTO 28. (item 45, .PDF, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043524&FileExtension=.PDF&FileName=Photo%2028.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2028.-Master.PDF - Photo 29. Refer to ATTACHMENT AC-I, PHOTO 29. (item 46, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043525&FileExtension=.PDF&FileName=Photo%2029.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2029.-Master.PDF - Photo 30. Refer to ATTACHMENT AC-I, PHOTO 30. (item 47, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043526&FileExtension=.PDF&FileName=Photo%2030.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2030.-Master.PDF - Photo 31. Refer to ATTACHMENT AC-I, PHOTO 31. (item 48, .PDF, 60 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043527&FileExtension=.PDF&FileName=Photo%2031.%20%20Refer%20to%20ATTACHMENT%20AC-I,%20PHOTO%2031.-Master.PDF - Photo 32. A view of the inverted outboard section of the left wing which remained attached to the fuselage. Note the downward bending deformation. (item 49, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043528&FileExtension=.PDF&FileName=Photo%2032.%20%20A%20view%20of%20the%20inverted%20outboard%20section%20of%20the%20left%20wing%20which%20remained%20attached%20to%20the%20fuselage.%20%20Note%20the%20downward%20bending%20deformation.-Master.PDF - Photo 33. A view of the inverted outboard section of the right wing which remained attached to the fuselage. Note the downward bending deformation. (item 50, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043529&FileExtension=.PDF&FileName=Photo%2033.%20%20A%20view%20of%20the%20inverted%20outboard%20section%20of%20the%20right%20wing%20which%20remained%20attached%20to%20the%20fuselage.%20%20Note%20the%20downward%20bending%20deformation.-Master.PDF - Photo 34. A closeup view of the downward bending deformation to the left wing outboard spar section. (item 51, .PDF, 55 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043530&FileExtension=.PDF&FileName=Photo%2034.%20%20A%20closeup%20view%20of%20the%20downward%20bending%20deformation%20to%20the%20left%20wing%20outboard%20spar%20section.-Master.PDF - Photo 35. A closeup view of the downward bending deformation to the right wing outboard spar section. (item 52, .PDF, 48 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043531&FileExtension=.PDF&FileName=Photo%2035.%20%20A%20closeup%20view%20of%20the%20downward%20bending%20deformation%20to%20the%20right%20wing%20outboard%20spar%20section.-Master.PDF - Photo 36. A view of the reconstructed right elevator at the crash site. In its inverted position note the extensive downward bending deformation. (item 53, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043532&FileExtension=.PDF&FileName=Photo%2036.%20%20A%20view%20of%20the%20reconstructed%20right%20elevator%20at%20the%20crash%20site.%20%20In%20its%20inverted%20position%20note%20the%20extensive%20downward%20bending%20deformation.-Master.PDF - Photo 37. A view of the Janitrol heater during the second post-crash reconstruction of the wreckage. Note the lack of sooting in the vicinity of the data plate. (item 54, .PDF, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40043533&FileExtension=.PDF&FileName=Photo%2037.%20%20A%20view%20of%20the%20Janitrol%20heater%20during%20the%20second%20post-crash%20reconstruction%20of%20the%20wreckage.%20%20Note%20the%20lack%20of%20sooting%20in%20the%20vicinity%20of%20the%20data%20plate.-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.