by Trooper Faron Main
One of my first questions to the airport manager, who was on scene, was just what type of evidence does the NTSB and FAA require? The rule of thumb is it is better to collect it and not need it than to need it and not have collected it. By understanding the full capabilities of the Leica total station, Panasonic Toughbook and Evidence Recorder software led me to take the lead and make the decision as to what I would include in the diagram. On vehicle crashes glass patterns are mapped but not individual pieces of glass. I noticed that the glass from the aircraft had broken into small pieces about 1" in size up to 1 foot sections. I mapped every single piece of glass I could find as well as as well as items like wing tip tanks, gouges, scrapes, etc.
The FAA representative arrived and I confirmed that I had collected and mapped everything he might need. I also checked with the lead investigator from the city P.D. to see if he needed anything specific included in the collection.The investigators agreed that every piece of evidence was located and properly documented. The mapping took about 3 hours, with the evidence in the roadway mapped first to open it as quickly as possible.
Having the Panasonic Toughbook and being able to graphically see the evidence and linework of the scene as I worked as well as show other investigators a preliminary view while still on scene was very helpful.
The FAA stated they needed to see a preliminary diagram before leaving for Reno, NV in 3 days. I told him 3 days was a very long time especially while using the Mapscenes software program. The next day I set up a meeting with the Airport Manager and the FAA and showed them the diagram. They were completely blown away at the amount of detail as well as the accuracy and speed of completion.
The FAA representative said he had never seen such a clean diagram nor one with as much detail. He told me that most diagrams from local or state agencies are done by hand or are just field sketches with some measurements.
The airport manager asked if there was a way to mark or locate the flight path of the airport. He explained that it would be helpful in their presentation to the NTSB.
I told him that since this happened in town and off the airport property the runway was not mapped. I did however map the medium approach lights that were in the area. The manager told me that the approach lights mark the middle of the runway and the runway was 150' wide. Using Mapscenes Modify menu and offsetting 75' to each side I was able to show the projected flight path of the runway. They were looking for this information to assist in showing the FAA the dangers located in the flight path of the airport and work on removing them.
The FAA representative took possession of 3 poster size diagrams and distributed them to the FAA office in Reno, NV as well as the FAA and the NTSB offices in Washington, D.C. and one for the airport manager. As well I made a second copy that did not have the evidence on it but did show that projected flight path.
This crash scene was not only extremely different from my “normal” scenes but very educational. I checked with the NTSB and was unable to find out any information or look at any diagrams done by local or state agencies. Through enquires I made it was evident that not too many mappers have had the opportunity to shoot a plane crash scene.