Greg Feith, the lead NTSB investigator, said he felt surprised that pilots exhibited this behavior.
In a press briefing that day, NTSB Chairwoman Deborah Hersman said that the NTSB had found evidence of failure of multiple safety systems designed to prevent these battery problems, and stated that fire must never happen on an airplane.
A special team consisting of personnel from Copa Holdings, Boeing, Pratt & Whitney and the NTSB worked together with Panamanian civil aviation authorities on the investigation, which lasted one year.
As the helicopter was manufactured in the United States, the U.S. National Transportation Safety Board (NTSB) has taken part into the investigation.
Crew resource management formally began with a National Transportation Safety Board (NTSB) recommendation made during their investigation of the United Airlines Flight 173 crash.
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CRM grew out of an NTSB analysis of the crash of United Airlines Flight 173 where the plane ran out of fuel while the flight crew were troubleshooting a landing gear problem.
The report was prepared by retired United States Navy Commander William S. Donaldson III, in cooperation with the Associated Retired Aviation Professionals, who sought to question the official investigation into the crash conducted by the National Transportation Safety Board (NTSB) and the Federal Bureau of Investigation.
Both flight recorders, the cockpit voice recorder (CVR) and the flight data recorder (FDR), were recovered from the crash site within four days of the crash and were subsequently sent to the National Transportation Safety Board (NTSB) for readout.
As NTSB Chairman, Rosenker ordered the 2006/2007 re-opening of the controversial 1967 investigation of Piedmont Airlines Flight 22.
Two years later, National Transportation Safety Board (NTSB) reported that wind shear was not a factor in the crash.
In a February 2007 letter, the NTSB notified Paul Houle it had voted 3-1 that his arguments were unsubstantiated (Letter from Mark Rosenker, NTSB Chairman, February, 2007).
U.S. National Transportation Safety Board (NTSB) investigators queried the German Luftfahrt-Bundesamt (LBA), Germany's equivalent of the U.S. Federal Aviation Administration (FAA) regarding the accident history of the Nimbus-4DM in conjunction with a 1999 accident near Minden, Nevada where both occupants of the aircraft were killed.
It works with the civil and military aviation community, specifically airports, the Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) to minimize wildlife strikes to aircraft and protect public safety.