For certain accidents, due to resource limitations, the Board will ask the FAA to collect the factual information at the scene of the accident ; the NTSB bases its report on that information.

The official NTSB report of October 26, 2004 stated that the cause of the crash was the overuse of the rudder to counter wake turbulence.

Previous simulator training did not properly reflect " the actual large build-up in sideslip angle and sideloads that would accompany such rudder inputs in an actual airplane ", according to the NTSB final report.

The official NTSB report said that the probable cause was mechanical.

The NTSB accident report commended " the exemplary manner in which the flight attendant briefed the passengers and handled the emergency ".

She is recognised in the NTSB report for this " unselfish act.

* Aircraft Incident and Accident report ( contains text of above NTSB report and a great deal more information )

* Famous People Who Died in Aviation Accidents, 1980s ( This ties Keith Green to the Aircraft Registration Number in the NTSB report )

* NTSB report LAX97GA205 detailing a BLM OV-10A fatal crash, archived on Landings. com

* NTSB report on crash

The official NTSB accident report lists the probable cause as " The pilot's intentional flight into the ground for the purpose of suicide while impaired by alcohol.

According to a USAF timeline, a series of military planes provided an emergency escort to the stricken Lear, beginning with an F-16 from Eglin Air Force Base, about an hour and twenty minutes ( 9: 33 EDT to 9: 52 CDT – see NTSB report on the crash ) after ground controllers lost contact.

* NTSB Aircraft Accident Report – probable cause investigation report on Munson's plane crash

* NTSB accident report of the helicopter accident in 1977

* NTSB executive summary report

According to the National Transportation Safety Board ( NTSB ) accident report, they learned that the winds were changing direction and that a wind shear alert had sounded on the airport due to a thunderstorm nearby.

The Aeronáutica Civil prepared a final report of its investigation in September 1996, which was released through the U. S. NTSB.

Radar plot of the plane's flight path, from the NTSB report

Damage to the rear of the plane, from the NTSB report

Locations of passengers indicated by lack of injury, severity of injury, and reason of death from the NTSB report

* NTSB Accident report of United Airlines Flight 232

The investigation was carried out by the American National Transportation Safety Board ( NTSB ), and they released a 400-page report on their findings, which was not immediately published in the Gulf.

The National Transportation Safety Board's ( NTSB ) final report on the crash of TWA 747 concluded “ The fuel air vapor in the ullage of the TWA flight 800 CWT was flammable at the time of the accident .” NTSB identified “ Elimination of Explosive Mixture in Fuel tanks in Transport Category Aircraft ” as Number 1 item on its Most Wanted List in 1997.

The following NTSB investigation showed that a drain in the road had been blocked for road re-surfacing, and had not been unblocked ; as a result, runoff water penetrated the support hangers.

Jim Burnett, then-Chairman of the NTSB, however, said that even though the plane was infested with smoke, the plane landed and came to a stop before it was swallowed by flames.

NTSB reports found human remains in the fan blades of the Number 3 engine, suggesting that some of the victims died almost instantly as they were pulled out of the plane.

The NTSB further stated " if the first officer had stopped making additional inputs, the aircraft would have stabilized ".

Tests carried out on the vertical stabilizers from the accident aircraft, and from another similar aircraft, found that the strength of the composite material had not been compromised, and the NTSB concluded that the material had failed because it had been stressed beyond its design limit, despite ten previous recorded incidents where A300 tail fins had been stressed beyond their design limitation in which none resulted in the separation of the vertical stabilizer in-flight.

Nicholas Stix of Middle American News recounted the mutually contradictory theories that the NTSB had floated immediately following the crash, the statements made by retired fire fighters and police officers who had witnessed the crash, and the history of similar crashes, and concluded that the agency was frantically seeking to calm a public whose faith in commercial aviation had hit rock bottom.

The Allied Pilots Association, in its submission to the NTSB, argued that the unusual sensitivity of the rudder mechanism amounted to a design flaw which Airbus should have communicated to the airline, and pointed to ten previous incidents in which A300 tail fins had been stressed beyond their design limitation.

In 1997, after reading an editorial by the Chairman of the NTSB about the crash of TWA Flight 800, Bill had a letter to the editor published in the Wall Street Journal that began a 4 year effort to bring to light the true cause of the crash.

The NTSB conducted a year-long investigation and finally stated that, while the definitive cause was still unknown, the crash was probably due to a gas-fueled heater that reportedly had caused in-flight problems.

When questioned by the NTSB, Pilots Brad Rank and Ken Ferguson had different accounts of key events.

The NTSB investigation determined that Aycock's medical certificate had expired and that his biennial flight review, required for all pilots, was overdue.

The NTSB determined that the pilot had only 52 hours in the Aero Commander 690 and only 1. 6 hours at night.

A witness testifying at the NTSB investigation stated that the pilot, a 69-year-old accountant, had threatened on multiple occasions to commit suicide by flying into the mountain.

Three years after the accident the NTSB was compelled to re-open the investigation into the crash, after submissions were received that the person who was suspected of driving the " unauthorized vehicle " had actually left the airport about fifteen minutes before the aircraft crashed.

The NTSB investigation discovered that the autopilot had been inadvertently switched from altitude hold to CWS ( Control Wheel Steering ) mode in pitch.

Specifically, the NTSB could not determine if the circuit breaker had been tripped, intentionally opened, or if electrical current failed to flow through that circuit breaker to the CAWS while the breaker remained closed.

The NTSB announced they had " not found any major mechanical errors with the school bus ," however did note that the brakes were out of adjustment.

The NTSB analysis of the Cockpit Voice Recorder suggests that both pilots were looking outside the cockpit for visual cues to the location of the airport and failed to realize how low they had descended below the glidepath.

The NTSB considered the possibilities of a malfunction of the rudder power control unit ( PCU ) servo ( which might have caused the rudder to reverse ) and the effect that powerful rotor winds coming off of the nearby Rocky Mountains might have had, but there was not enough evidence to prove either hypothesis.