died from blunt-force trauma to the limbs, abdomen, chest, and head. Investigation The NTSB commenced an investigation, which began shortly after the crash, and concluded with the issuance of its final report on April 30, 1991. Because it involved a Colombian airline, Colombia's Departamento Administrativo de Aeronáutica Civil (DAAC) also conducted an investigation into the accident. A survey of the wreckage revealed that the tail was mostly intact, and all control surfaces were connected to the pilots' controls. Both wings had been severely damaged on impact and fractured into several pieces. The flaps and slats were found in their extended positions, with the flaps set at 14°. As with the tail, all wing control surfaces were found to have been connected to the pilots' controls. No evidence was found of any control surface failure prior to the crash. Investigators realized that none of the four engines had been under power at the time of impact. As the first responders worked to rescue the passengers, investigators recovered the flight data recorder (FDR) and cockpit voice recorder (CVR) from the wreckage, and brought them to the NTSB laboratory in Washington, DC. The FDR was an older oscillographic foil model. In 1989, the FAA began requiring domestic carriers to change to digital FDRs to minimize the errors that foil models produced. This requirement did not apply to international carriers. The Avianca FDR foil was found to have been taped down at some point prior to the flight, thus was inoperative. The NTSB recommended in the Avianca report that the FAA take an "active role in ensuring upgraded international standards" for flight recorders. The CVR and ATC recordings became vital sources of evidence for the crash. The investigators also looked at meteorological factors that led to flight problems. The NTSB investigators found that the weather data that the flight crew received in Medellín were 9-10 hours old. Additionally, the alternate airport on the flight plan, Logan International Airport in Boston, was forecast to be below the safe minimum for landing. The NTSB also stated that the flight crew should have been more aware of these problems and cited these deficiencies as evidence of inadequacies in the dispatch of the airplane. The NTSB also found no evidence that the flight crew ever requested weather information en route or communicated with Avianca dispatchers about their fuel status and intents as other flights did. Flight 052 did