# NTSB DEN99FA034: Cessna P210N, N79NL, Albuquerque, NM, January 20, 1999 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 20, 1999, 15:27 local (22:27 UTC) - Place: Albuquerque, NM - Coordinates: 35.189132, -106.500511 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.1891&lon=-106.5005&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report August 3, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 45649 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN99FA034 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/45649/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=45649 - Page: https://openairdocs.org/ntsb/DEN99FA034 ## Probable cause Total failure of the vacuum system, and failure of the pilot to maintain aircraft control, resulting in wing spar failure. Factors were the pilot's spatial disorientation, and his exceeding the design stress limits of the airplane. ## Analysis The pilot reported a dual vacuum pump failure while flying IFR at FL220. Despite having a standby electric artificial horizon, aircraft control was lost during the pilot's attempt to descend to 13,000 feet (reported cloud base). The airframe was overstressed and the right wing failed. Laboratory examination of the vacuum-driven gyroscopes disclosed no evidence of high rotation at impact. Both vacuum pumps bore signatures indicative of failure prior to impact. Not enough of the check valve manifold remained to determine its operational status. ## Factual narrative HISTORY OF FLIGHT On January 20, 1999, at 1527 mountain standard time (mst)*, a Cessna P210N, N79NL, was destroyed when it broke up in flight and collided with terrain in the Sandia Mountain Wilderness Area, near Albuquerque, New Mexico. The instrument rated private pilot and two passengers were fatally injured. Visual meteorological conditions prevailed at the accident site, but the pilot reported being in instrument meteorological conditions. An IFR flight plan had been filed for the personal flight being conducted under Title 14 CFR Part 91. The flight originated in Scottsdale, Arizona (SDL), at 1243 Pacific standard time (Pst), and was en route to Wichita, Kansas (ICT). According to a spokesman for Advanced Industries, Inc., to which the airplane was registered, the pilot and his passengers had flown to Scottsdale on January 15, 1999, to participate in a golf tournament. They were returning to Wichita when the accident happened. According to the Federal Aviation Administration, the pilot telephoned the Wichita, Kansas, Automated Flight Service Station (AFSS) at 0606 Pst, and began filing an IFR flight plan. The cellular telephone connection was lost but reestablished a minute later, and the pilot finished filing his flight plan. He then asked for an "outlook" weather briefing. The pilot was told there was an area of high pressure along his route, and that a weak trough would be moving across Kansas, Oklahoma, and Texas. Across the northern half of Arizona, the forecast was for scattered clouds at 15,000 feet; across New Mexico, scattered to broken clouds at 12,000 to 14,000 feet, with a chance of an isolated snow shower across the mountains; across Kansas, scattered clouds around 15,000 feet, becoming broken to scattered cirrus by the afternoon. Winds aloft at FL (flight level) 230 over Arizona were forecast to be from 300 degrees at 70 to 75 knots; over Albuquerque, 300 degrees at 60 knots; over western Kansas, 250 degrees at 30 knots; at Wichita, 250 degrees at 40 knots. The briefing was terminated at 0611 Pst. At 0729 Pst, the airplane was serviced with 38 gallons of 100LL fuel. According to Corporate Jets' fuel invoice, both wing tanks were filled to capacity, and 15 gallons were put in the baggage compartment fuel tank. At 1235, the pilot was issued his IFR clearance. At 1237, he was cleared to taxi to runway 21. He was cleared for takeoff at 1243, and told to contact Phoenix Departure Control. Communications with Phoenix TRACON (terminal radar control) were routine, and the pilot was subsequently instructed to fly a 090 heading and intercept J (jet route) 18. The flight proceeded without incident until 1519:10, when the Albuquerque controller told the pilot, "Verify you're level at [flight level] two three zero, [I'm] showing you four hundred feet low." The pilot replied, "We've just figured out we've had a dual vacuum pump failure. We've lost both our vacuum pumps, so we're gonna need to look for someplace. We've got electric back up systems here, but we're having a little trouble holding altitude and everything." The pilot then asked, "What's the bottom of the cloud layer? We're IFR at this time." When told cloud bases in the area were "around 13,000 [feet agl]," the pilot advised he wanted to descend and "get below the bases." He was cleared to descend and maintain 14,000 feet. At 1521:47, the controller asked the pilot if he wanted to "continue on to Wichita or [if he wanted to] land early [at Albuquerque]." The pilot answered, "If we can get down below the cloud layer, we'd like to get to Liberal, Kansas, if we could." (It was later learned that the airplane was scheduled to undergo an annual inspection the next day at a maintenance facility in Liberal, Kansas.) The controller acknowledged and instructed the pilot to contact a different air route traffic control center (ARTCC) sector. Before the pilot could do so, at 1524:35, he reported, "We're having trouble. I think we're in a spin." Fifteen seconds later the pilot reported, "We're back with you," and said he was at 18,000 feet. He was then instructed to contact Albuquerque Approach Control. When the pilot contacted Albuquerque Approach Control at 1526:06, he verified that he was at 17,600 feet, and added, "We've lost both our vacuum pumps, and I think we just went through a roll. We've got electric driven backup systems -- electric horizon and electric compass -- and they're not agreeing with each other at this time. We're gonna need some help." The controller asked the pilot is he was "stable there at one seven thousand four hundred," to which the pilot replied, "Negative. . .we're not necessarily stable." At 1526:48 the pilot said, "Nine November Lima, we're going to need some help!" At 1527:07 the pilot said, "We're at one four thousand four hundred [feet]." At 1527:20 the pilot radioed, "Nine November Lima, we're going down. We're dead." Eleven witnesses, six of whom submitted written statements, reported seeing a wing separate from the airplane, then observed the airplane spiral vertically to the ground. Three witnesses were at the bottom of the Sandia Peak Aerial Tramway (see WITNESS LOCATION MAP). Their attention was drawn to the sound of an airplane engine "racing, as if it was pulling out of a stall or dive." The airplane "was already in a pure vertical spin" when one of the three witnesses saw it emerge from the cloud base. "There was no spiral component to its attitude." After the airplane made a couple of revolutions, he saw a "puff" at one of the wing roots, followed by the wing separation. The airplane continued to spin "in the pure vertical. . .traveling approximately 300 knots straight down." He added that the engine sounded like it was at full throttle. Another of the three witnesses said the airplane "broke over the top of a loop" when he first saw it. "As I watched it go over it started straight down and it was somewhere at this time I saw something come off the plane." The airplane continued "straight down." The engine "sounded like it was running." Two witnesses were at a home located at 1063 Red Oaks (see WITNESS LOCATION MAP) when they heard and saw the airplane. One witness said the engine sounded "stressed out." The other witness said the plane "spiraled clockwise, at a tremendous speed, vertically into the ground. . .The left wing was missing. . ." Another witness was working on the roof of house at 1179 Laurel Pl., S.E. (see WITNESS LOCATION MAP) when he heard what sounded like "a plane diving at full power." The sound subsided momentarily, then returned. The witness looked up and saw the airplane in a vertical dive. The plane rotated and he could see only one wing. The accident took place during the hours of daylight at a location of 35 degrees, 10.255 minutes north latitude, and 106 degrees, 26.422 minutes west longitude, or about 20 DME miles out on the 055 degree radial from the Albuquerque VORTAC (Very high frequency omnidirectional radio range tactical air navigation). PERSONNEL (CREW) INFORMATION The pilot, age 42, held a private pilot certificate, dated July 13, 1994, with airplane single-engine land and instrument ratings. He also held a repairman certificate, dated July 13, 1994, and a third class airman medical certificate, dated May 27, 1998, with the restriction that the holder shall wear corrective lenses. Two pilot logbooks were recovered at the accident site. The first logbook contained entries from May 3, 1980, to January 21, 1998. The second logbook contained entries from January 21, 1998, to December 23, 1998. The pilot had logged 1,345.4 total hours, of which 491.3 hours were in the Cessna P210N. An additional 98.9 hours were accrued in the Cessna T210, and 5.9 hours were logged in a Cessna 210 simulator at Flight Safety International in Wichita, Kansas (a summary of the pilot's flight time is attached as an exhibit to this report). ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, cruise - normal - vacuum system - failure,total (cause) - Loss of control - in flight, descent - uncontrolled - aircraft control - not maintained, pilot in command (cause) - spatial disorientation, pilot in command (contributing factor) - wing,spar - failure,total (cause) - design stress limits of aircraft - exceeded, pilot in command (contributing factor) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - mountainous/hilly ## Aircraft - Registration: [N79NL](https://openairdocs.org/deregistered/N79NL-1999-04-12), registration cancelled 1999-04-12, S/N P21000260 (OpenAirDocs) - Reported make and model: Cessna P210N - Registry model: [Cessna P210N](https://openairdocs.org/model/cessna-p210n) (registry code 2073454) (OpenAirDocs) - Category: Airplane - Serial number: P21000260 - Airframe hours: 2706 - Engines: Continental TSIO-520-P 310 lbs thrust reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Advanced Industries, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 8, 1998, 152 hours before - Departed: SDL, SCOTTSDALE, AZ - Destination: ICT, WICHITA, KS - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 42; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 1,345 total, 592 in this make and model, 1,121 as pilot in command, 14 in the last 90 days, 2 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 270° at 15 knots, gusting 23 - Visibility: 10 statute miles - Lowest ceiling: 5,500 ft broken - Temperature: 57 °F, dew point 34 °F - Altimeter: 29.00 inHg - Observed at: ABQ, 13 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 19990120000609A](https://openairdocs.org/incident/19990120000609A), Jan 20, 1999: Cessna P210N, Albuquerque, NM, Destroyed, 3 fatal. Pilot reported that both vacuum systems and gyro had failed and requested assistance. The acft subsequently crashed and was destroyed. The 2 POB suffered fatal… ## Docket (46 files) The files NTSB released with the investigation on November 1, 1999, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=45649. 12.5 MB in all. - Supplement A - Wreckage Documentation (item 1, .PDF, 251 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113636&FileExtension=.PDF&FileName=Supplement%20A%20-%20Wreckage%20Documentation-Master.PDF - Supplement B - Cockpit Documentation (item 2, .PDF, 357 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113637&FileExtension=.PDF&FileName=Supplement%20B%20-%20Cockpit%20Documentation-Master.PDF - Supplement S - Aircraft Occupant and Injured Ground Personnel (item 3, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113638&FileExtension=.PDF&FileName=Supplement%20S%20-%20Aircraft%20Occupant%20and%20Injured%20Ground%20Personnel-Master.PDF - ATC 3 - Factual Report of Group Chairman (item 4, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469984&FileExtension=.PDF&FileName=ATC%203%20-%20Factual%20Report%20of%20Group%20Chairman-Master.PDF - ATC 3 - Attachment 1 - Air Traffic Services Accident Package with 11 Sections (item 5, .PDF, 2.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469985&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%201%20-%20Air%20Traffic%20Services%20Accident%20Package%20with%2011%20%20Sections-Master.PDF - ATC 3 - Attachment 2 - ASR Approach Currency Requirements and Logs from ABQ TRACON (item 6, .PDF, 381 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469986&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%202%20-%20ASR%20Approach%20Currency%20Requirements%20and%20Logs%20from%20ABQ%20TRACON-Master.PDF - ATC 3 - Attachment 3 - ABQ TRACON airspace. (item 7, .PDF, 151 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113642&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%203%20-%20ABQ%20TRACON%20airspace.-Master.PDF - ATC 3 - Attachment 4 - Sector 17 airspace. (item 8, .PDF, 86 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113643&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%204%20-%20Sector%2017%20airspace.-Master.PDF - ATC 3 - Attachment 5 - Memo regarding CBI Training (item 9, .PDF, 51 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469987&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%205%20-%20Memo%20regarding%20CBI%20Training-Master.PDF - ATC 3 - Attachment 6 - Memo Regarding Interpretation of FAA Order 3120.4, Paragraph 2-12b3 (item 10, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469988&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%206%20-%20Memo%20Regarding%20Interpretation%20of%20FAA%20Order%203120.4,%20Paragraph%202-12b3-Master.PDF - ATC 3 - Attachment 7 - ABQ ATCT Facility Technical Training Order (item 11, .PDF, 354 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469989&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%207%20-%20ABQ%20ATCT%20Facility%20Technical%20Training%20Order-Master.PDF - ATC 3 - Attachment 8 - Radar Track Plots (item 12, .PDF, 132 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113647&FileExtension=.PDF&FileName=ATC%203%20-%20Attachment%208%20-%20Radar%20Track%20Plots-Master.PDF - NTSB Materials Laboratory Factual Report (item 13, .PDF, 578 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469990&FileExtension=.PDF&FileName=NTSB%20Materials%20Laboratory%20Factual%20Report-Master.PDF - Witness Statements (item 14, .PDF, 714 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469991&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Witness Location Chart (item 15, .PDF, 207 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113650&FileExtension=.PDF&FileName=Witness%20Location%20Chart-Master.PDF - Weather Documents (item 16, .PDF, 378 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469993&FileExtension=.PDF&FileName=Weather%20Documents-Master.PDF - Transcript of Radio Communications (item 17, .PDF, 565 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469992&FileExtension=.PDF&FileName=Transcript%20of%20Radio%20Communications-Master.PDF - Pictoral Depiction of Radar Data (item 18, .PDF, 199 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113653&FileExtension=.PDF&FileName=Pictoral%20Depiction%20of%20Radar%20Data-Master.PDF - Vacuum System Schematics and Failure Schematics (item 19, .PDF, 809 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113654&FileExtension=.PDF&FileName=Vacuum%20System%20Schematics%20and%20Failure%20Schematics-Master.PDF - Installation and Service History of Vacuum Pumps Installed in N79NL (item 20, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113655&FileExtension=.PDF&FileName=Installation%20and%20Service%20History%20of%20Vacuum%20Pumps%20Installed%20in%20N79NL-Master.PDF - A.d. 82-06-10 (item 21, .PDF, 173 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113656&FileExtension=.PDF&FileName=A.D.%2082-06-10-Master.PDF - Summary of Pilot Flight Time (item 22, .PDF, 12 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113657&FileExtension=.PDF&FileName=Summary%20of%20Pilot%20Flight%20Time-Master.PDF - FAA Personnel Statements (item 23, .PDF, 748 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469994&FileExtension=.PDF&FileName=FAA%20Personnel%20Statements-Master.PDF - FAA Weather Briefing Log (item 24, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113659&FileExtension=.PDF&FileName=FAA%20Weather%20Briefing%20Log-Master.PDF - Flight Plan (item 25, .PDF, 17 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113660&FileExtension=.PDF&FileName=Flight%20Plan-Master.PDF - Fuel Invoice and Records (item 26, .PDF, 110 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469995&FileExtension=.PDF&FileName=Fuel%20Invoice%20and%20Records-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 27, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469996&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 28, .PDF, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40469997&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Photo #1: Debris area. (item 29, .PDF, 190 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113664&FileExtension=.PDF&FileName=Photo%20%231%3A%20Debris%20area.-Master.PDF - Photo #2: Debris area. (item 30, .PDF, 188 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113665&FileExtension=.PDF&FileName=Photo%20%232%3A%20Debris%20area.-Master.PDF - Photo #3: Debris area. (item 31, .PDF, 159 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113666&FileExtension=.PDF&FileName=Photo%20%233%3A%20Debris%20area.-Master.PDF - Photo #4: View from the cabin area towards point of first impact (severed tree). Next to it was buried engine. (item 32, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113667&FileExtension=.PDF&FileName=Photo%20%234%3A%20View%20from%20the%20cabin%20area%20towards%20point%20of%20first%20impact%20(severed%20tree).%20Next%20to%20it%20was%20buried%20engine.-Master.PDF - Photo #5: Digging for aircraft parts in crater. At left is engine. At bottom are three propeller blades. (item 33, .PDF, 155 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113668&FileExtension=.PDF&FileName=Photo%20%235%3A%20Digging%20for%20aircraft%20parts%20in%20crater.%20At%20left%20is%20engine.%20At%20bottom%20are%20three%20propeller%20blades.-Master.PDF - Photo #6: Partial disassembly of Sigma-Tek dry air vacuum pump. Note inward deformation of housing body (arrow) and intact composite vanes. (item 34, .PDF, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113669&FileExtension=.PDF&FileName=Photo%20%236%3A%20Partial%20disassembly%20of%20Sigma-Tek%20dry%20air%20vacuum%20pump.%20Note%20inward%20deformation%20of%20housing%20body%20(arrow)%20and%20intact%20composite%20vanes.%20-Master.PDF - Photo #7: Housing body after removal of cover plate, showing five sheared attaching bolts and sixth intact bolt (arrow). (item 35, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113670&FileExtension=.PDF&FileName=Photo%20%237%3A%20Housing%20body%20after%20removal%20of%20cover%20plate,%20showing%20five%20sheared%20attaching%20bolts%20and%20sixth%20intact%20bolt%20(arrow).-Master.PDF - Photo #8: Inside portion of cover plate showing arcing score marks (arrows). These marks matched the perimeter of the rotor when the cover plate was rotated about the intact bolt 45 degrees. (item 36, .PDF, 68 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113671&FileExtension=.PDF&FileName=Photo%20%238%3A%20Inside%20portion%20of%20cover%20plate%20showing%20arcing%20score%20marks%20(arrows).%20These%20marks%20matched%20the%20perimeter%20of%20the%20rotor%20when%20the%20cover%20plate%20was%20rotated%20about%20the%20intact%20bolt%2045%20degrees.-Master.PDF - Photo #9: The attitude indicator (artificial horizon). (item 37, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113672&FileExtension=.PDF&FileName=Photo%20%239%3A%20The%20attitude%20indicator%20(artificial%20horizon).-Master.PDF - Photo #10: The horizontal situation indicator (HSI) after removal of the gyro (foreground). (item 38, .PDF, 82 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113673&FileExtension=.PDF&FileName=Photo%20%2310%3A%20The%20horizontal%20situation%20indicator%20(HSI)%20after%20removal%20of%20the%20gyro%20(foreground).-Master.PDF - Photo #11: Airborne dry air vacuum pump (after cleaning). (item 39, .PDF, 81 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113674&FileExtension=.PDF&FileName=Photo%20%2311%3A%20Airborne%20dry%20air%20vacuum%20pump%20(after%20cleaning).-Master.PDF - Photo #12: Broken flex coupler shaft. (item 40, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113675&FileExtension=.PDF&FileName=Photo%20%2312%3A%20Broken%20flex%20coupler%20shaft.-Master.PDF - Photo #13: Driven spline flange showing outward radial deflection of oil. (item 41, .PDF, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113676&FileExtension=.PDF&FileName=Photo%20%2313%3A%20Driven%20spline%20flange%20showing%20outward%20radial%20deflection%20of%20oil.-Master.PDF - Photo #14: Intact ceramic seal showing oil contamination. (item 42, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113677&FileExtension=.PDF&FileName=Photo%20%2314%3A%20Intact%20ceramic%20seal%20showing%20oil%20contamination.-Master.PDF - Photo #15: Fractured rotor and vanes before removal from pump housing. White residue corrosion from water used for decontamination. (item 43, .PDF, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113678&FileExtension=.PDF&FileName=Photo%20%2315%3A%20Fractured%20rotor%20and%20vanes%20before%20removal%20from%20pump%20housing.%20White%20residue%20corrosion%20from%20water%20used%20for%20decontamination.-Master.PDF - Photo #16: Micrometer measured worn vane at .107 inches. A new vane measured .125 inches, equivalent to about 600 hours of usage. (item 44, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113679&FileExtension=.PDF&FileName=Photo%20%2316%3A%20Micrometer%20measured%20worn%20vane%20at%20.107%20inches.%20A%20new%20vane%20measured%20.125%20inches,%20equivalent%20to%20about%20600%20hours%20of%20usage.-Master.PDF - Photo #17: Disassembled Airborne dry air vacuum pump, showing fragmented rotor and vanes. (item 45, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113680&FileExtension=.PDF&FileName=Photo%20%2317%3A%20Disassembled%20Airborne%20dry%20air%20vacuum%20pump,%20showing%20fragmented%20rotor%20and%20vanes.-Master.PDF - Photo #18: Portion of the recovered 1H5 check valve manifold. (item 46, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40113681&FileExtension=.PDF&FileName=Photo%20%2318%3A%20Portion%20of%20the%20recovered%201H5%20check%20valve%20manifold.-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.