# NTSB CEN09FA340: Gulfstream American AA-5B, N448DM, Humbird, WI, June 7, 2009

- Type: NTSB accident investigation
- Classification: Accident · Fatal · Field investigation · Final report
- Date: June 7, 2009, 17:45 local (22:45 UTC)
- Place: Humbird, WI
- Coordinates: 44.520557, -91.000556
- Nearby events: https://openairdocs.org/map.md?lat=44.5206&lon=-91.0006&mi=10
- Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping)
- Defining event: [Enroute-cruise: VFR encounter with IMC](https://openairdocs.org/ntsb-events/401)
- Highest injury: Fatal
- Injuries: 2 fatal
- Status: Completed, report July 18, 2011
- Report: Approved by Office Director
- NTSB office: Central Region
- Parties: Lycoming Engines, Federal Aviation Administration - Milwaukee FSDO
- NTSB case key (mKey): 73972
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN09FA340
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/73972/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=73972
- Page: https://openairdocs.org/ntsb/CEN09FA340

## Probable cause

The pilot's decision to attempt a visual flight rules flight into an area of known instrument meteorological conditions, which resulted in a loss of control due to spatial disorientation.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Planning/preparation: weather planning](https://openairdocs.org/ntsb-findings/02061020): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-findings/02061020/cases.md?model=3970106), [All aircraft, 156 cases](https://openairdocs.org/ntsb-findings/02061020/cases.md)
- [Ceiling/visibility/precip: low ceiling](https://openairdocs.org/ntsb-findings/03035010): Environmental issues › Conditions/weather/phenomena · Decision related to condition (probable cause); cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-findings/03035010/cases.md?model=3970106), [All aircraft, 190 cases](https://openairdocs.org/ntsb-findings/03035010/cases.md)
- [Perception/orientation/illusion: spatial disorientation](https://openairdocs.org/ntsb-findings/02022025): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-findings/02022025/cases.md?model=3970106), [All aircraft, 358 cases](https://openairdocs.org/ntsb-findings/02022025/cases.md)
- [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Gulfstream American AA-5B, 4 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=3970106), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md)
- [Aircraft](https://openairdocs.org/ntsb-findings/01030000): Aircraft › Aircraft structures · Capability exceeded; cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-findings/01030000/cases.md?model=3970106), [All aircraft, 72 cases](https://openairdocs.org/ntsb-findings/01030000/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Enroute-cruise: VFR encounter with IMC](https://openairdocs.org/ntsb-events/401) (defining event); cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-events/401/sequence.md?model=3970106), [All aircraft, 392 cases](https://openairdocs.org/ntsb-events/401/sequence.md)
- [Enroute-cruise: Loss of visual reference](https://openairdocs.org/ntsb-events/402); cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-events/402/sequence.md?model=3970106), [All aircraft, 242 cases](https://openairdocs.org/ntsb-events/402/sequence.md)
- [Enroute-cruise: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-events/240/sequence.md?model=3970106), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md)
- [Uncontrolled descent: Aircraft structural failure](https://openairdocs.org/ntsb-events/337); cases with it: [Gulfstream American AA-5B, 1 case](https://openairdocs.org/ntsb-events/337/sequence.md?model=3970106), [All aircraft, 290 cases](https://openairdocs.org/ntsb-events/337/sequence.md)

## Analysis

The non-instrument-rated private pilot obtained two weather briefings before departing on the visual flight rules (VFR) cross-country flight. During the weather briefings he was advised that VFR flight was not recommended because of an active weather advisory for widespread instrument meteorological conditions that encompassed his planned route. The weather advisory was for occasional cloud ceilings below 1,000 feet above ground level (agl) and surface visibilities less than 3 miles with light precipitation/mist. The forecast weather was for ceilings 1,500 to 2,500 feet agl with widely scattered light rain showers and isolated thunderstorms. Approximately 1 hour after departure, several witnesses located near the accident site reported hearing an airplane overfly their position. These witnesses noted that because of a low cloud ceiling, fog, and light precipitation they could not see the airplane. The witnesses reported hearing the sound of an airplane engine operating at a high speed. Several witnesses noted that the loudness of the airplane's engine increased and decreased several times, as if the airplane was turning, before they heard a ground impact. The distribution of the wreckage was consistent with an airplane that experienced a loss of control and an in-flight breakup at low altitude and high airspeed. The challenging visibility conditions were conducive to the onset of pilot spatial disorientation and the airplane's rapid, near-vertical descent is consistent with the pilot's loss of control of the airplane because of spatial disorientation. The postaccident investigation revealed no preexisting mechanical malfunctions or anomalies that would have prevented the normal operation of the airplane or its systems.

## Factual narrative

HISTORY OF FLIGHT On June 7, 2009, about 1745 central daylight time, a Gulfstream American Corporation model AA-5B (Tiger), N448DM, owned and operated by a non-instrument rated private pilot, was destroyed during impact with terrain near Humbird, Wisconsin. Instrument meteorological conditions prevailed at the time of the accident. The personal flight was being operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91 without a flight plan. The pilot and his passenger were fatally injured. The flight departed at 1643 from Lake Elmo Airport (21D), St. Paul, Minnesota, and was destined for Sheboygan County Memorial Airport (KSBM), Sheboygan, Wisconsin. At 1043, about six hours before departure, the pilot contacted the Lansing Automated Flight Service Station (AFSS) to obtain a weather briefing for a visual flight rules (VFR) flight from 21D to KSBM. The briefer noted that VFR flight was not recommended because of an active weather advisory for widespread instrument meteorological conditions (IMC) that encompassed the planned route of flight. The briefer noted that there were low overcast ceilings ranging 400 to 1,200 feet above ground level (agl) along the planned route of flight. Additionally, there were areas of rain showers and isolated thunderstorms with cloud tops reaching 34,000 feet. The pilot stated that he would call back in a couple of hours to check if the weather conditions had improved. At 1558, about 45 minutes before departure, the pilot contacted the Washington AFSS to obtain an updated weather briefing. The briefer noted that VFR flight was not recommended because of an active weather advisory for widespread IMC that still encompassed the planned route of flight. The departure airport had an overcast ceiling of 1,300 feet agl and a surface visibility of 10 miles. The briefer noted that there were low overcast ceilings ranging 900 to 1,500 feet agl along the planned route of flight. The forecast was for ceilings 1,500 to 2,500 feet agl, with layered clouds up to 20,000 feet (FL200). The forecast also called for widely scattered embedded light rain showers and isolated thunderstorms. The briefer specifically advised that VFR flight was not recommended on four separate occasions during the 17 minute weather briefing. The pilot did not file a flight plan during the weather briefing. According to aircraft radar track data, there was only one visual flight rule (VFR) beacon track that originated from 21D within the 1-hour period before the accident. This radar track began at 1643:31 and continued to the south-southeast between 1,900 and 2,000 feet mean sea level (msl). The last radar return was recorded at 1708:18 over Durand, Wisconsin, at an altitude of 1,900 feet msl. The last radar return was 42.6 nautical miles (nm) west of the accident site. The last recorded position was at the lower altitude limit for radar coverage in that area and radar contact was not reestablished with the flight. Several witnesseslocated near the accident site reported hearing an airplane overfly their position. These witnesses noted that because of a low cloud ceiling, fog, and light precipitation they could not see the airplane. All of the witnesses reported hearing the sound of an airplane engine operating at a high speed. Several witnesses noted that the loudness of the airplane's engine increased and decreased several times as if the airplane was turning in flight, before they heard a ground impact. Local law enforcement and property owners immediately commenced a search for the accident site, which was subsequently located about 2045. PERSONNEL INFORMATION According to Federal Aviation Administration (FAA) records, the pilot of N448DM, age 45, held a private pilot certificate with an airplane single-engine land rating. The pilot certificate was issued on February 17, 2005. He was not instrument rated. His last aviation medical examination was completed on February 5, 2009, when he was issued a third-class medical certificate with no limitations. A search of FAA records showed no accident, incident, enforcement, or disciplinary actions. The pilot's most recent logbook entry was dated June 4, 2009. He had accumulated 271.6 hours total flight time, of which 189.6 hours were as pilot-in-command. He had accumulated 271.6 hours in single-engine airplanes, 36.6 hours at night, 4.2 hours in simulated instrument conditions, and no time in actual instrument conditions. The most recent logbook entry that included instrument time was dated February 10, 2005, while the pilot was receiving his primary flight instruction. He had accumulated 171.5 hours in a Gulfstream American Corporation model AA-5B (Tiger) airplane. The pilot had flown 54.2 hours during the past year, 20.5 hours during the prior 6 months, 18.6 hours during previous 90 days, and 8.4 hours during the prior 30 days. All of the flight time accumulated during those periods was completed in the accident airplane. The pilot had not flown during the 24 hour period before the accident flight. The pilot's last flight review was completed on February 15, 2009, in a Gulfstream American Corporation model AA-5B (Tiger) airplane. AIRCRAFT INFORMATION The accident airplane was a 1978 Gulfstream American Corporation model AA-5B (Tiger) airplane, serial number (s/n) AA5B0976. The model AA-5B was a low wing, all-metal, single-engine, four-place monoplane. The airplane had a certified maximum takeoff weight of 2,400 lbs. The airplane was equipped for operation under instrument flight rules. A Lycoming model O-360-A4K reciprocating engine, s/n L-25566-36A, powered the airplane. The 180-horsepower engine provided thrust through a Sensenich model 76EM8S10-0-63, s/n 23979K, fixed-pitch, two-blade, metal propeller. The accident airplane was issued a standard airworthiness certificate on October 26, 1978. The pilot purchased the airplane on April 30, 2005. The airframe and engine had a total service time of 1,110 hours. The last annualinspection was completed on July 3, 2008, at 1,057 hours total service time. On September 25, 2007, tests on the static system, altimeter system, automatic pressure altitude reporting system, and transponder were completed. A review of the maintenance records found no history of unresolved airworthiness issues. METEOROLOGICAL INFORMATION The closest weather reporting facility was at Chippewa Valley Regional Airport (KEAU), Eau Claire, Wisconsin, located about 30 nm northwest of the accident site. The airport was equipped with an automated surface observing system (ASOS). At 1756, the KEAU ASOS reported the following weather conditions: Wind 090 degrees true at 9 knots; visibility 10 miles; overcast ceiling at 1,700 feet agl; temperature 12 degrees Celsius; dew point 8 degrees Celsius; altimeter setting 29.96 inches of mercury. The accident location was within the boundaries of an active instrument flight rules (IFR) weather advisory. The weather advisory was for cloud ceilings below 1,000 feet agl and surface visibilities less than 3 miles with light precipitation/mist. The forecast weather was for ceilings 1,500 to 2,500 feet agl, with additional layered clouds up to 20,000 feet (FL200). The forecast also called for widely scattered embedded light rain showers and isolated thunderstorms. Several witnesses and local law enforcement personnel reported that there was a low cloud ceiling with light rain and fog preceding the accident and during the subsequent ground search for the accident site. WRECKAGE AND IMPACT INFORMATION The wreckage was located in hilly and heavily-wooded terrain. The wreckage debris path was orientated on an easterly heading and was approximately 461 feet in length. The outboard half of the right wing was found at the beginning of the debris path. The vertical stabilizer was found 423 feet west of the main wreckage. The right aileron and right flap were located about 400 feet from the main wreckage. The cockpit canopy was found 357 feet from the main wreckage. The inboard half of the right wing was located 141 feet from the main wreckage. Both elevators and their respective stabilizers were found 89 feet west of the main wreckage. The main wreckage was located in an impact crater that measured about 3 feet deep and 10 feet wide. Damage to the dense overhead foliage was limited, consistent with a near vertical descent path. The overall wreckage distribution was consistent with an in-flight breakup at a low altitude. The main wreckage consisted of the fuselage, cockpit, left wing, engine, and propeller. All airframe structural components and flight control surfaces were located along the wreckage debris path or amongst the main wreckage. A majority of the airframe's primary structure exhibited severe impact damage and fragmentation. The lower firewall, cabin floor, and instrument panel were crushed upward and aft. Both wings were found in several sections. The observed damage to the wing and empennage load bearing componentswas consistent with a positive-g flight maneuver. All structural component failures were consistent with overload separations. Flight control cable continuity could not be established due to multiple cable separations. All observed flight control cable separations were consistent with overload failures. The engine was found partially attached the fuselage firewall. The propeller remained attached to the crankshaft propeller flange. The carburetor and its induction box were separated from the engine and found amongst the cabin wreckage. The carburetor fuel inlet screen was removed and was clear of contaminants. Internal engine and valve train continuity was confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation except for the number one cylinder. The exhaust pushrod for the number one cylinder was separated due to impact damage. All cylinders were inspected with a lighted boroscope, and no discrepancies were noted. The engine-driven fuel pump had significant impact damage that precluded an operational test. Both magnetos remained attached to the engine. The left magneto exhibited extensive impact damage that prevented an operational test of its impulse coupling. The right magneto appeared undamaged, but did not produce a spark when rotated by hand. The ignition harness exhibited multiple-point fraying throughout its length. The upper spark plugs were removed, and their electrodes exhibited normal wear when compared to a manufacturer's service chart. Both propeller blades exhibited blade twisting, lengthwise bending, and leading-edge rotational scoring/burnishing. Functional testing and subsequent disassembly of the vacuum pump showed no evidence of preimpact failure. The directional gyro and attitude indicator were dissembled and rotational scoring was noted on their gyros. The on-scene investigation revealed no preimpact mechanical malfunctions or anomalies that would have prevented the normal operation of the airplane or its associated systems. MEDICAL AND PATHOLOGICAL INFORMATION On June 8, 2009, an autopsy was performed on the pilot at the University of Wisconsin School of Medicine and Public Health in Madison, Wisconsin. The pilot's cause of death was attributed to multiple blunt force injuries sustained during the accident. The FAA's Civil Aeromedical Institute in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. No ethanol was detected in liver and muscle tissues. No drugs were detected in liver tissue. Toxicology tests were also performed on the passenger. No carbon monoxide, cyanide, or drugs were detected in the passenger's blood samples. No ethanol was detected in urine samples.

## Aircraft

- Registration: [N448DM](https://openairdocs.org/deregistered/N448DM-2012-09-24), registration cancelled 2012-09-24, S/N AA5B0976, built 1978 (OpenAirDocs)
- Reported make and model: Gulfstream American Corp AA-5B
- Registry model: [Gulfstream American AA-5B](https://openairdocs.org/model/gulfstream-american-aa-5b) (registry code 3970106) (OpenAirDocs)
- Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: AA5B0976
- Airframe hours: 1110
- Engines: Lycoming O-360-A4K 180 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, July 3, 2008, 53 hours before
- Departed: 21D, Lake Elmo, MN
- Destination: KSBM, Sheboygan, WI

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 45; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; last flight review February 15, 2009; seat: left; toxicology performed; flight hours: 272 total, 172 in this make and model, 190 as pilot in command, 19 in the last 90 days, 8 in the last 30 days, 0 in the last 24 hours

## Weather

- Conditions: Instrument (IMC), Day
- Wind: 90° at 9 knots
- Visibility: 10 statute miles
- Lowest ceiling: 1,700 ft overcast
- Temperature: 54 °F, dew point 46 °F
- Altimeter: 29.95 inHg
- Observed at: KEAU, 30 nm away

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Accident 20090607009669A](https://openairdocs.org/incident/20090607009669A), Jun 7, 2009: Amrgen AA5B, Humbird, WI, Destroyed, 2 fatal. (-23) A gumman AA-5B "tiger" aircraft, registration N448DM, crashed in a wooded, rural area approximately 5.25 miles west of Humbird, WI, with two occupants…

## Docket (28 files)

The files NTSB released with the investigation on June 1, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=73972. 5.7 MB in all.

- Pilot Weather Briefing, 1043 cdt (item 1, .PDF, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348706&FileExtension=.PDF&FileName=Pilot%20Weather%20Briefing,%201043%20cdt-Redacted.PDF
- Pilot Weather Briefing, 1558 cdt (item 2, .PDF, 262 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348707&FileExtension=.PDF&FileName=Pilot%20Weather%20Briefing,%201558%20cdt-Redacted.PDF
- Witness Information (item 3, .PDF, 586 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348708&FileExtension=.PDF&FileName=Witness%20Information-Redacted.PDF
- Jackson County Sheriff Department Incident Report, Excerpts (item 4, .PDF, 242 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348709&FileExtension=.PDF&FileName=Jackson%20County%20Sheriff%20Department%20Incident%20Report,%20Excerpts-Redacted.PDF
- Aircraft Radar Track Data Plot (item 5, .PDF, 828 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348743&FileExtension=.PDF&FileName=Aircraft%20Radar%20Track%20Data%20Plot-Master.PDF
- Wreckage Debris Path Distribution (item 6, .PDF, 367 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348712&FileExtension=.PDF&FileName=Wreckage%20Debris%20Path%20Distribution-Redacted.PDF
- Toxicology Report, Pilot (item 7, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348713&FileExtension=.PDF&FileName=Toxicology%20Report,%20Pilot-Redacted.PDF
- Toxicology Report, Passenger (item 8, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348714&FileExtension=.PDF&FileName=Toxicology%20Report,%20Passenger-Redacted.PDF
- Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 103 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348745&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF
- Release of Aircraft Wreckage, NTSB Form 6120.15 (item 10, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348715&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF
- Photo 01 -- Accident Site Overview (item 11, .PDF, 248 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348717&FileExtension=.PDF&FileName=Photo%2001%20--%20Accident%20Site%20Overview-Master.PDF
- Photo 02 -- Main Wreckage Overview (item 12, .PDF, 217 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348718&FileExtension=.PDF&FileName=Photo%2002%20--%20Main%20Wreckage%20Overview-Master.PDF
- Photo 03 -- Wreckage Layout (Front View) (item 13, .PDF, 182 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348719&FileExtension=.PDF&FileName=Photo%2003%20--%20Wreckage%20Layout%20(Front%20View)-Master.PDF
- Photo 04 -- Wreckage Layout (Left Side) (item 14, .PDF, 200 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348720&FileExtension=.PDF&FileName=Photo%2004%20--%20Wreckage%20Layout%20(Left%20Side)-Master.PDF
- Photo 05 -- Wreckage Layout (Left Side) (item 15, .PDF, 170 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348721&FileExtension=.PDF&FileName=Photo%2005%20--%20Wreckage%20Layout%20(Left%20Side)-Master.PDF
- Photo 06 -- Wreckage Layout (Right Side) (item 16, .PDF, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348722&FileExtension=.PDF&FileName=Photo%2006%20--%20Wreckage%20Layout%20(Right%20Side)-Master.PDF
- Photo 07 -- Wreckage Layout (Right Wing) (item 17, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348723&FileExtension=.PDF&FileName=Photo%2007%20--%20Wreckage%20Layout%20(Right%20Wing)-Master.PDF
- Photo 08 -- Wreckage Layout (Left Wing) (item 18, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348724&FileExtension=.PDF&FileName=Photo%2008%20--%20Wreckage%20Layout%20(Left%20Wing)-Master.PDF
- Photo 09 -- Wreckage Layout (Empennage Components) (item 19, .PDF, 163 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348725&FileExtension=.PDF&FileName=Photo%2009%20--%20Wreckage%20Layout%20(Empennage%20Components)-Master.PDF
- Photo 10 -- Right Wing Main Spar (item 20, .PDF, 132 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348726&FileExtension=.PDF&FileName=Photo%2010%20--%20Right%20Wing%20Main%20Spar-Master.PDF
- Photo 11 -- Right Wing Main Spar (item 21, .PDF, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348727&FileExtension=.PDF&FileName=Photo%2011%20--%20Right%20Wing%20Main%20Spar-Master.PDF
- Photo 12 -- Left Wing Main Spar (item 22, .PDF, 154 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348728&FileExtension=.PDF&FileName=Photo%2012%20--%20Left%20Wing%20Main%20Spar-Master.PDF
- Photo 13 -- Horizontal Stabilizer Main Spar (item 23, .PDF, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348750&FileExtension=.PDF&FileName=Photo%2013%20--%20Horizontal%20Stabilizer%20Main%20Spar-Master.PDF
- Photo 14 -- Engine and Propeller (item 24, .PDF, 248 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348730&FileExtension=.PDF&FileName=Photo%2014%20--%20Engine%20and%20Propeller-Master.PDF
- Photo 15 -- Propeller Overview (item 25, .PDF, 191 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348731&FileExtension=.PDF&FileName=Photo%2015%20--%20Propeller%20Overview-Master.PDF
- Photo 16 -- Vacuum Pump (Disassembled) (item 26, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348732&FileExtension=.PDF&FileName=Photo%2016%20--%20Vacuum%20Pump%20(Disassembled)-Master.PDF
- Photo 17 -- Directional Gyro (Disassembled) (item 27, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348772&FileExtension=.PDF&FileName=Photo%2017%20--%20Directional%20Gyro%20(Disassembled)-Master.PDF
- Photo 18 -- Artificial Horizon Gyro (Disassembled) (item 28, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40348773&FileExtension=.PDF&FileName=Photo%2018%20--%20Artificial%20Horizon%20Gyro%20(Disassembled)-Master.PDF

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

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