The NTSB found this was widespread throughout the industry, prompting a safety recommendation to Exxon and to the industry.

Deborah Hersman was appointed as NTSB Chairman in July 2009.

The NTSB was established in 1967 as the federal government's primary accident investigation agency for all modes of transportation – aviation, highway, rail, marine and pipeline.

While accident investigators from the National Transportation Safety Board ( NTSB ) traveled to the scene, arriving the following morning, there was much initial speculation that a terrorist attack was the cause of the crash.

This video, released by the NTSB, was recorded by a Toll booth | toll-booth camera located on the Marine Parkway-Gil Hodges Memorial Bridge.

The National Transportation Safety Board ( NTSB ) concluded that the enormous stress on the rudder was due to the first officer's " unnecessary and excessive " rudder inputs, and not the wake turbulence caused by the 747.

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.

The crash was witnessed by hundreds of people, 349 of whom gave accounts of what they saw to the NTSB.

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.

Over that time he was interviewed on several hundred radio programs and appeared on several national TV broadcasts as an expert aircraft crash investigator and vocal critic of the NTSB and FBI investigation.

NTSB investigation ruled the accident was probably due to low fuel.

The NTSB found that the crash was the fault of truck driver Ruben Perez.

The National Transportation Safety Board ( NTSB ) investigation found that the crash was a result of a failure in the train's computer-controlled braking system.

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

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.

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.

Rank was criticized by the NTSB for not following the in-flight fire checklist ; opening the fresh air vents instead of leaving them closed, not instructing the passengers to use supplemental oxygen, and not attempting to fight the fire with the hand-held fire extinguisher that was in the cockpit.

" The words of the NTSB seem to echo that of firefighter, Lewis Glover, who was one of the first on the scene.

The NTSB in their after accident reported noted, " The performance of the flight attendants during the emergency was exceptional and probably contributed to the success of the emergency evacuation.

The U. S. National Transportation Safety Board ( NTSB ) investigated the crash and concluded it was caused by the flight instructor's improper decision to take off in poor weather conditions, his overloading the aircraft, and his failure to maintain airspeed, which resulted in a stall.

The NTSB also determined that " contributing to the decision to take off was a desire to adhere to an overly ambitious itinerary, in part, because of media commitments.

The NTSB was unable to determine whether they stemmed from a common problem – replacements and repairs were documented, but not the pilot discrepancy reports that prompted them or the frequency of such reports.

The NTSB attributed the accident to lack of the ability to detect microbursts aboard aircraft-the radar equipment aboard aircraft at the time was unable to detect wind changes, only thunderstorms.

The NTSB were unable to determine how much ice had built up on the wings following the second deicing, but considered it to be highly likely that " some contamination occurred in the 35 minutes following the second deicing and that this accumulation led to this accident.

The NTSB carried out tests to discover why the first officer was unable to see the ice buildup on the wing of the jet.

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 National Transportation Safety Board ( NTSB ) could not determine a relationship between the locations of passengers and the severity of injuries because some passengers were not assigned seats and because some passengers changed seats.

The NTSB stated that as the airline did not assign all of the filled seats and that some passengers relocated to other seats after boarding, the NTSB could not determine the injuries in relation to precise seating arrangements.

The NTSB and Metra plan to conduct test runs along the same track with similar equipment to determine what the train's engineer would have seen on the nearby signals, but a rainy weather forecast may delay the test runs since the accident occurred during clear, dry weather.

It was there in 1972 while looking at an area to build a ski resort with real estate brokers, that, according to the NTSB report, Reventlow was a passenger in a Cessna 206.

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.

An NTSB brief shows that while the aircraft was owned by Braniff it was involved in a minor accident in 1979 in which there were no fatalities.

Additionally, the NTSB suggested that upgrades to the locking mechanism and to the latching actuator electrical system be made compulsory.

However, this power can be surrendered to other organizations if the Attorney General declares the case to be linked to an intentional criminal act, although the NTSB would still provide technical support in such investigations.

The NTSB concluded that the probable cause of the accident was Reid's " improper decision to take off into deteriorating weather conditions ( including turbulence, gusty winds, and an advancing thunderstorm and associated precipitation ) when the airplane was overweight and when the density altitude was higher than he was accustomed to, resulting in a stall caused by failure to maintain airspeed.

The final NTSB report cited the cause of the crash as pilot error, specifically: " the failure of the flight crew to monitor the flight instruments during the final four minutes of flight, and to detect an unexpected descent soon enough to prevent impact with the ground.

The NTSB probable cause statement is as follows: " The National Transportation Safety Board determines that the probable cause of the accident was the flightcrew's failure to use the taxi checklist to ensure the flaps and slats were extended for takeoff.

Further from the NTSB report: " There was no flight following or interaction with the Avianca Airlines dispatcher for AVA052 following takeoff from Medellin ... Contributing to the accident was the flight crew's failure to use an airline operational control dispatch system to assist them during the international flight into a high-density airport in poor weather.

On November 29, 2005, the NTSB issued a report officially blaming the accident on the P22 train crew's failure to reline the switch for mainline operations.

The NTSB criticized Hamilton Standard for " inadequate and ineffective corporate inspection and repair techniques, training, documentation and communication ", and both Hamilton and the FAA for " failure to require recurrent on-wing ultrasonic inspections for the affected propellers ".

For example, the NTSB ruled that the crash of American Airlines Flight 587 was due to the failure of the rudder which was caused by " unnecessary and excessive rudder pedal inputs " on the part of the co-pilot who was operating the aircraft at the time.

The NTSB declared the crash was caused by " the pilot's failure to maintain control of his airplane during a descent over water at night, which was a result of spatial disorientation ".