Colgan Air Flight 3407 (9L/CJC 3407) was marketed as Continental Connection Flight 3407. It was delayed two hours, departing at 9:18 pm Eastern Standard Time (02:18 UTC), en route from Newark Liberty International Airport to Buffalo Niagara International Airport. The twin-engine turboprop Bombardier Q400, FAA registry N200WQ, was manufactured in 2008 for delivery to Colgan. It was delivered to Colgan on April 16, 2008. This was the first fatal accident for a Colgan Air passenger flight since the company was founded in 1991. One previous repositioning flight, with no passengers, crashed offshore of Cape Cod, Massachusetts, in August 2003, killing both of the crew on board. The only prior accident involving a Colgan Air passenger flight occurred at LaGuardia Airport, when another plane collided with the Colgan aircraft while taxiing, resulting in minor injuries to a flight attendant. Captain Marvin Renslow, 47, of Lutz, Florida, was the pilot in command, and Rebecca Lynne Shaw, 24, of Maple Valley, Washington, served as the first officer. The cabin crew consisted of two flight attendants. Captain Renslow was hired in September 2005 and had accumulated 3,379 total flight hours, with 111 hours as captain on the Q400. First Officer Shaw was hired in January 2008, and had 2,244 hours, 774 of them in turbine aircraft, including the Q400. Two Canadian passengers, one Chinese passenger, and one Israeli passenger were on board. The remaining 41 passengers, as well as the crew members, were American. Shortly after the flight was cleared for an instrument landing system approach to runway 23 at Buffalo Niagara International Airport, it disappeared from radar. The weather consisted of light snow and fog with wind of 15 knots (28 km/h; 17 mph). The deicing system had been turned on 11 minutes after takeoff. Shortly before the crash, the pilots discussed significant ice buildup on the aircraft's wings and windshield. Two other aircraft reported icing conditions around the time of the crash. The last radio transmission from the flight occurred when the first officer acknowledged a routine instruction to change to tower radio frequency. The plane was 3.0 mi (4.8 km) northeast of the radio beacon KLUMP (see diagram) at that time. The crash occurred 41 seconds after that last transmission. Since ATC approach control was unable to get any further response from the flight, the assistance of Delta Air Lines Flight 1998 and US Airways Flight 1452 was requested. Neither was able to spot the missing plane. Following the clearance for final approach, landing gear and flaps (5°) were extended. The flight data recorder (FDR) indicated the airspeed had slowed to 145 knots (269 km/h; 167 mph). The captain then called for the flaps to be increased to 15°. The airspeed continued to slow to 135 knots (250 km/h; 155 mph). Six seconds later, the aircraft's stick shaker activated, warning of an impending stall, as the speed continued to slow to 131 knots (243 km/h; 151 mph). The captain responded by abruptly pulling back on the control column, followed by increasing thrust to 75% power, instead of lowering the nose and applying full power, which was the proper stall-recovery technique. That improper action pitched the nose up even further, increasing both the g-load and the stall speed. The stick pusher activated (The Q400 stick pusher applies an airplane-nose-down control column input to decrease the wing's angle of attack (AOA) after an aerodynamic stall), but the captain overrode the stick pusher and continued pulling back on the control column. The first officer retracted the flaps without consulting the captain, making recovery even more difficult. In its final moments, the aircraft pitched up 31°, then pitched down 25°, then rolled left 46° and snapped back to the right at 105°. Occupants aboard experienced g-forces estimated at nearly 2 G. The crew made no emergency declarat