# NTSB MIA05FA008: Eurocopter Deutschland BO-105 CBS5, N916SH, Santa Rosa Bch, FL, October 20, 2004 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: October 20, 2004, 00:43 local (05:43 UTC) - Place: Santa Rosa Bch, FL - Coordinates: 30.418056, -86.147781 - Nearby events: https://openairdocs.org/map.md?lat=30.4181&lon=-86.1478&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report February 28, 2006 - Report: Approved by Office Director - Parties: Metro Aviation, Inc., FAA FSDO, American Eurocopter, LLC, NTSB, Rolls-Royce - NTSB case key (mKey): 60398 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA05FA008 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/60398/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=60398 - Page: https://openairdocs.org/ntsb/MIA05FA008 ## Probable cause The pilot's spatial disorientation and in-flight loss of control of the helicopter after encountering night instrument meteorological conditions resulting in collision with water during the resultant uncontrolled descent. A factor in the accident was the pilot's decision to attempt the flight when instrument meteorological conditions were forecasted for the area. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, cruise - weather condition - low ceiling - light condition - dark night - weather forecast - disregarded, pilot in command (contributing factor) - spatial disorientation, pilot in command (cause) - aircraft control - not maintained, pilot in command (cause) - In flight collision with terrain/water, descent - uncontrolled - terrain condition - water ## Analysis The emergency medical services (EMS) airplane was on a positioning flight when it crashed in instrument conditions in the Choctawatchee Bay. Personnel from the Walton County, Florida, Emergency Operations Center, stated that at 0021 they received a call from a hospital in DeFuniak Springs, requesting the Airheart One helicopter to transport a patient to Pensacola, Florida. The dispatcher then contacted the pilot of Airheart One and advised him of the request. The pilot stated he would have to check the weather and get back to him. At 0035, the pilot called back and stated they would take the flight. At 0041, the paramedic on Airheart One called via radio and reported they were airborne with three persons on board, 2 hours 20 minutes of fuel, and an estimated time en route to the hospital of 10 minutes. At 0043, the paramedic reported that due to weather they were returning to base. The dispatcher did not talk with the flight after this. At 0050, the dispatcher cleared the Airheart One call, believing that they were back at base due to the short flight time. At 0610, the relief pilot that was coming on duty called the Emergency Operations Center and advised that Airheart One was not at base. Search and rescue operations were initiated and the wreckage of the helicopter was located in Choctawhatchee Bay about 0820. A witness, who was fishing on the northwest side of the Highway 331 bridge reported that between 0030 and 0100, he observed a helicopter flying from south to north parallel to the bridge on the east side. The weather was lightning and thunder and it was just starting to drizzle and rain. He observed the helicopter either fly into a big cloud or fly behind the big cloud. He then saw lightning. He then saw the helicopter making a "U Turn" toward the east and then descend at a 45-degree angle to the water. He observed the helicopter by the red light on the belly. He left shortly after this because of the rain. Recorded radar data from Eglin Air Force Base showed that the flight departed the Walton County Sheriff's Department heliport and was first observed on radar at 0040:37 while at 300 feet, 1/10 of a mile east-southeast of the heliport. The flight climbed to 900 feet, while proceeding north bound, across the bay, flying parallel to Highway 331 Bridge. The flight then descended to between 700 and 800 feet. At 0042:18, the flight initiated a turn to the east and at 0042:49, the last radar contact was recorded when the flight was at 700 feet, flying on an east-southeast heading. This position was about 3/4 mile to the east-northeast of the crash site. The 2353 Destin-Ft. Walton Beach Airport, automated surface weather observation was visibility 7 statute miles, ceiling 800 feet broken with remarks lightning distant north, ceiling 700 variable 1300. The airport is located 16.2 nautical miles west of the accident site. The Destin 0053 weather was visibility 7 statute miles, ceiling 600 feet broken, 1,500 feet overcast., remarks lightning distant southeast. The 2355 surface weather observation taken at the Valparaiso/Okaloosa-Eglin AFB was visibility 7 statute, clouds 800 feet scattered, ceiling 2,000 feet overcast with thunderstorm, remarks thunderstorm northeast and east moving southeast. The airport is located 20 nautical miles west-northwest of the accident site. Weather radar data obtained from the Eglin AFB Doppler Weather Radar System show that weak weather echoes were present in the area of the accident at the time of the accident. Additionally, an intense to extreme weather echo was present about 10 nautical miles north of the accident site. At the time of the accident Airmet IFR MIAS WA 200145 was in effect for the accident area. The Airmet called for occasional ceilings below 1,000 feet, visibility below 3 miles, precipitation, mist, and fog. The Airmet was issued at 2045 on October 19, 2004, and was valid until 0300 on October 20, 2004. The helicopter operator's operations manual states that the pilot-in-command is responsible for obtaining a weather briefing. The manual establishes weather minimums for night visual flight rules EMS helicopter operations. The minimums are visual ground light reference, enough to properly control the helicopter, and for local flights within 30 nautical miles of base the cloud ceiling should be a minimum of 800 feet agl and visibility greater than 2 miles. For preflight planning the cloud ceiling should be 1,000 feet agl and visibility should be 3 miles. Metro Aviation, Inc. uses a commercial, computer based, weather service at the Santa Rosa Beach base. The system was online at the time of the accident and received data 6 hours before and 6 hours after the accident. The radar and text data on the system was current and the system had been used to check weather throughout the day of the accident. The exact weather products accessed by the accident pilot could not be identified. Post crash examination of the helicopter showed no evidence of precrash mechanical failure or malfunction of the helicopter structure, flight control system, electrical system, hydraulic system, main rotor system and transmission, tail rotor system, and powerplants and drive shafts. There was no evidence of lightning strike on the helicopter. Postmortem examination of the pilot and 2 medical crewmembers and testing of toxicology samples showed no evidence that could be considered causal to the accident. ## Factual narrative History of the Flight On October 20, 2004, about 0043 central daylight time, a Eurocopter Deutschland BO-105 CBS5, N916SH, call sign Airheart One, registered to and operated by Metro Aviation, Inc., as a Title 14 CFR Part 91 emergency medical services (EMS) positioning flight, from Santa Rosa Beach, Florida, to DeFuniak Springs, Florida, crashed in Choctawhatchee Bay, near Santa Rosa Beach. Instrument meteorological conditions prevailed in the accident area at the time and a company visual flight rules flight plan was filed. The helicopter was destroyed and the commercial-rated pilot, paramedic, and flight nurse were fatally injured. The flight originated from Santa Rosa Beach at 0041. Personnel from the Walton County, Florida, Emergency Operations Center, stated that at 0021 they received a call from Healthmark Hospital in DeFuniak Springs, requesting the Airheart One helicopter to transport a patient to West Florida Hospital in Pensacola, Florida. The dispatcher then contacted the pilot of Airheart One and advised him of the request. The pilot stated he would have to check the weather and get back to him. At 0035, the pilot called back and stated they would take the flight. At 0041, the paramedic on Airheart One called via radio and reported they were airborne with three persons on board, 2 hours 20 minutes of fuel, and an estimated time en route to Healthmark Hospital of 10 minutes. At 0043, the paramedic reported that due to weather they were returning to base. The dispatcher did not talk with the flight after this. At 0050, the dispatcher cleared the Airheart One call, believing that they were back at base due to the short flight time. At 0610, the relief pilot that was coming on duty called the Emergency Operations Center and advised that Airheart One was not at base. Search and rescue operations were initiated and the wreckage of the helicopter was located in Choctawhatchee Bay about 0820. A witness, who was fishing on the northwest side of the Highway 331 bridge reported that between 0030 and 0100, he observed a helicopter flying from south to north parallel to the bridge on the east side. The weather was lightning and thunder and it was just starting to drizzle and rain. He observed the helicopter either fly into a big cloud or fly behind the big cloud. He then saw lightning. He then saw the helicopter making a "U Turn" toward the east and then descend at a 45-degree angle to the water. He observed the helicopter by the red light on the belly. He left shortly after this because of the rain. Recorded radar data from Eglin Air Force Base showed that the flight departed the Walton County Sheriff's Department heliport and was first observed on radar at 0040:37 while at 300 feet, 1/10 of a mile east-southeast of the heliport. The flight climbed to 900 feet, while proceeding north bound, across the bay, flying parallel to Highway 331 Bridge. The flight then descended to between 700 and 800 feet. At 0042:18, the flight initiated a turn to the east and at 0042:49, the last radar contact was recorded when the flight was at 700 feet, flying on an east-southeast heading. This position was about 3/4 mile to the east-northeast of the crash site. Personnel Information The pilot held a FAA Commercial Pilot Certificate, last issued on May 21, 1984, with airplane multiengine land, rotorcraft helicopter, instrument airplane, and instrument rotorcraft ratings. The certificate also had private privileges for airplane single engine land. The pilot held a FAA second class medical certificate last issued on February 5, 2004, with the limitations that the holder shall wear corrective lenses. Metro Aviation, Inc. personnel reported that at the time of the accident the pilot had accumulated 12,340 total flight hours with 6,950 total flight hours in rotorcraft. On November 20, 2003, the pilot reported to Metro Aviation, Inc. that he had 420 total instrument flight hours with 69 instrument flight hours in rotorcraft. Logbook records for the pilot were not located after the accident. The pilot was hired by Metro Aviation, Inc. in November 2003. He became qualified as pilot-in-command on the BO-105 on November 14, 2003. The pilot received a recurrent check flight, as required by 14 CFR Part 135, on April 27, 2004. The pilot received instrument proficiency training in accordance with the Metro Aviation, Inc. training program on September 27, 2004. At the time of the accident the pilot was seated in the right front seat of the helicopter, the designated pilot's seat. The paramedic was employed by the South Walton Fire District on September 17, 2001. He became a flight paramedic in March 2003. The paramedic was seated in the left front seat of the helicopter at the time of the accident. He conducted all communications between the accident flight and the Emergency Operations Center. The flight nurse was employed by Sacred Heart Health System in March 2002 and became a flight nurse in January 2003. At the time of the accident the flight nurse was seated aft of the pilot in a side facing seat. Helicopter Information The helicopter was a Eurocopter Deutschland BO-105 CBS5, serial number S-769, manufactured in 1987. The helicopter was equipped with two Rolls-Royce/Allison 250-C20B, 420 shaft horsepower engines. At the time of the accident, the helicopter had accumulated 8,846 total flight hours. The helicopter was last inspected on September 11, 2004, 110 flight hours before the accident, when it received a 50-hour, 150-hour, and 30-day inspection in accordance with the Metro Aviation, Inc, FAA approved aircraft inspection program. NTSB records show the helicopter received substantial damage on November 13, 200, when it was involved in a landing accident at Parumph, Nevada. The aircraft had FAA registration number N911VH assigned to it at the time of that accident. Meteorological Information A meteorological study was performed by the NTSB Operational Factors Division. The study showed that at 2353 the Destin-Ft. Walton Beach Airport (KDTS), Destin, Florida, automated surface weather observation was winds 220 degrees at 7 knots, 200 degrees to 280 degrees variable, visibility 7 statute miles, ceiling 800 feet broken, temperature 79 degrees F., dew point temperature 75 degrees F., altimeter setting 29.94 inches of Hg., lightning distant north, ceiling 700 variable 1300. The airport is located 16.2 nautical miles west of the accident site. At 0053 the KDTS automated surface weather observation was winds variable at 6 knots, visibility 7 statute miles, ceiling 600 feet broken, 1,500 feet overcast, temperature 79 degrees F., dew point temperature 75 degrees F., altimeter setting 29.93 inches of Hg., lightning distant southeast. The 2355 surface weather observation taken at the Valparaiso/Okaloosa-Eglin AFB (KVPS) was winds 210 at 5 knots, visibility 7 statute, clouds 800 feet scattered, ceiling 2,000 feet overcast with thunderstorm, temperature 77 degrees F., dew point temperature 77 degrees F., altimeter setting 29.94 inches Hg., thunderstorm northeast and east moving southeast. The airport is located 20 nautical miles west-northwest of the accident site. The 0055 surface weather at KVPS was winds 230 at 5 knots, visibility 7 statute, clouds at 800 feet scattered, ceiling 1,700 feet broken with thunderstorm, overcast at 4,000 feet, temperature 77 degrees F., dew point temperature 77 degrees F., altimeter setting 29.93 inches Hg., thunderstorm northwest and north moving southeast. Weather radar data obtained from the Eglin AFB Doppler Weather Radar System show that weak weather echoes were present in the area of the accident at the time of the accident. Additionally, an intense to extreme weather echo was present about 10 nautical miles north of the accident site. At the time of the accident Airmet IFR MIAS WA 200145 was in effect for the accident area. The Airmet called for occasional ceiling below 1,000 feet, visibility below 3 ## Aircraft - Registration: [N916SH](https://openairdocs.org/deregistered/N916SH-2013-08-15), registration cancelled 2013-08-15, S/N S-769, built 1987 (OpenAirDocs) - Reported make and model: Eurocopter Deutschland BO-105 CBS5 - Registry model: [Messerschmitt-Boelkow-Blohm BO-105S](https://openairdocs.org/model/messerschmitt-boelkow-blohm-bo-105s) (registry code 5626006) (OpenAirDocs) - Registry engine: [Allison 250-C20 series](https://openairdocs.org/engine/allison-250-c20-series) (registry code 03020, turbo-prop) (OpenAirDocs) - Category: Helicopter - Serial number: S-769 - Airframe hours: 8846 - Engines: Allison 250-C20B 420 horsepower turbo shaft - Damage: Destroyed - Flight: Positioning, Part 91 - Registered owner: Metro Aviation, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: AAIP, September 1, 2004, 110 hours before - Departed: Santa Rosa Bch, FL - Destination: DeFuniak Spgs, FL - Flight plan: Company VFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 62; injuries: fatal; commercial, military; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane, helicopter; medical: class 2, with waivers/limitations; last flight review April 1, 2004; seat: right; toxicology performed; flight hours: 12,340 total, 206 in this make and model, 12,000 as pilot in command ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: variable at 6 knots - Visibility: 7 statute miles - Lowest ceiling: 600 ft broken - Temperature: 79 °F, dew point 75 °F - Altimeter: 29.93 inHg - Observed at: KDTS, 17 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 20041020026499A](https://openairdocs.org/incident/20041020026499A), Oct 20, 2004: Bolkms BO105S, Fort Walton, FL, Destroyed, 3 fatal. (-23) The pilot of the aircraft made a turn to return to base at approximately 300 feet AGL. Witness states that the aircraft began a descent in the turn and… ## Docket (32 files) The files NTSB released with the investigation on March 16, 2005, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=60398. 31.0 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 270 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404778&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Meteorology 5 - Factual Report of Weather Specialist (item 2, .PDF, 327 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40226860&FileExtension=.PDF&FileName=Meteorology%205%20-%20Factual%20Report%20of%20Weather%20Specialist-Master.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 3, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404776&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Redacted.PDF - Pilot Records (item 4, .PDF, 4.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404777&FileExtension=.PDF&FileName=Pilot%20Records-Redacted.PDF - Radar Data (item 5, .PDF, 5.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40227404&FileExtension=.PDF&FileName=Radar%20Data-Master.PDF - Rolls-Royce Engine Investigation Report (item 6, .PDF, 241 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40227405&FileExtension=.PDF&FileName=Rolls-Royce%20Engine%20Investigation%20Report-Master.PDF - Witness Statement (item 7, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40240317&FileExtension=.PDF&FileName=Witness%20Statement-Master.PDF - Witness Statements (item 8, .PDF, 429 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404779&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Honeywell Reports (item 9, .PDF, 7.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404782&FileExtension=.PDF&FileName=Honeywell%20Reports-Redacted.PDF - Reports from Parties to the Investigation: Eurocopter Hydraulic Powerpack Examination (item 10, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404783&FileExtension=.PDF&FileName=Reports%20from%20Parties%20to%20the%20Investigation%3A%20Eurocopter%20Hydraulic%20Powerpack%20Examination-Redacted.PDF - Human Performance 14 - Factual Report (item 11, .PDF, 175 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40237536&FileExtension=.PDF&FileName=Human%20Performance%2014%20-%20Factual%20Report-Master.PDF - Human Performance 14 - Attachment 1 - Interview Summaries (item 12, .PDF, 326 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404784&FileExtension=.PDF&FileName=Human%20Performance%2014%20-%20Attachment%201%20-%20Interview%20Summaries-Redacted.PDF - Reports from Local Agencies: Dispatch Center Accident Report (item 13, .PDF, 59 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404786&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies%3A%20Dispatch%20Center%20Accident%20Report-Redacted.PDF - Reports from Local Agencies: Sheriff's Office Report (item 14, .PDF, 452 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404787&FileExtension=.PDF&FileName=Reports%20from%20Local%20Agencies%3A%20Sheriff%27s%20Office%20Report-Redacted.PDF - Power Company Statement (item 15, .PDF, 20 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239846&FileExtension=.PDF&FileName=Power%20Company%20Statement-Redacted.PDF - Meteorlogix Statement (item 16, .PDF, 161 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239847&FileExtension=.PDF&FileName=Meteorlogix%20Statement-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 17, .PDF, 379 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404781&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 18, .PDF, 135 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404785&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Reports (item 19, .PDF, 164 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40404780&FileExtension=.PDF&FileName=Toxicological%20Reports-Redacted.PDF - Photo 1: View of N916SH during recovery from the water. Walton County Sheriff's Office digital photo. (item 20, .PDF, 158 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239898&FileExtension=.PDF&FileName=Photo%201%3A%20View%20of%20N916SH%20during%20recovery%20from%20the%20water.%20Walton%20County%20Sheriff%27s%20Office%20digital%20photo.-Master.PDF - Photo 2: View of Tail Section from N916SH during recovery from the water. Walton County Sheriff's Office digital photo. (item 21, .PDF, 147 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239899&FileExtension=.PDF&FileName=Photo%202%3A%20View%20of%20Tail%20Section%20from%20N916SH%20during%20recovery%20from%20the%20water.%20Walton%20County%20Sheriff%27s%20Office%20digital%20photo.-Master.PDF - Photo 3: Rear view of wreckage of N916SH after recovery. American Eurocopter digital photo. (item 22, .PDF, 625 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239900&FileExtension=.PDF&FileName=Photo%203%3A%20Rear%20view%20of%20wreckage%20of%20N916SH%20after%20recovery.%20American%20Eurocopter%20digital%20photo.-Master.PDF - Photo 4: View of wreckage after recovery. Rolls-Royce digital photo. (item 23, .PDF, 414 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239901&FileExtension=.PDF&FileName=Photo%204%3A%20View%20of%20wreckage%20after%20recovery.%20Rolls-Royce%20digital%20photo.%20-Master.PDF - Photo 5: View of main rotorhead. American Eurocopter digital photo. (item 24, .PDF, 591 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239902&FileExtension=.PDF&FileName=Photo%205%3A%20View%20of%20main%20rotorhead.%20American%20Eurocopter%20digital%20photo.-Master.PDF - Photo 6: Close up view of main rotorhead. American Eurocopter digital photo. (item 25, .PDF, 570 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239903&FileExtension=.PDF&FileName=Photo%206%3A%20Close%20up%20view%20of%20main%20rotorhead.%20American%20Eurocopter%20digital%20photo.-Master.PDF - Photo 7: View of main rotor blades. NTSB digital photo. (item 26, .PDF, 251 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239905&FileExtension=.PDF&FileName=Photo%207%3A%20View%20of%20main%20rotor%20blades.%20NTSB%20digital%20photo.-Master.PDF - Photo 8: View of tail boom. American Eurocopter digital photo. (item 27, .PDF, 588 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239906&FileExtension=.PDF&FileName=Photo%208%3A%20View%20of%20tail%20boom.%20American%20Eurocopter%20digital%20photo.-Master.PDF - Photo 9: View of tailrotor. Rolls-Royce digital photo. (item 28, .PDF, 444 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239907&FileExtension=.PDF&FileName=Photo%209%3A%20View%20of%20tailrotor.%20Rolls-Royce%20digital%20photo.-Master.PDF - Photo 10: View of engines prior to removal from the helicopter. NTSB digital photo. (item 29, .PDF, 247 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239908&FileExtension=.PDF&FileName=Photo%2010%3A%20View%20of%20engines%20prior%20to%20removal%20from%20the%20helicopter.%20NTSB%20digital%20photo.-Master.PDF - Photo 11: View of No. 1 engine after removal. Rolls-Royce digital photo. (item 30, .PDF, 510 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239910&FileExtension=.PDF&FileName=Photo%2011%3A%20View%20of%20No.%201%20engine%20after%20removal.%20Rolls-Royce%20digital%20photo.-Master.PDF - Photo 12: View of No. 2 engine after removal. Rolls-Royce digital photo. (item 31, .PDF, 410 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239911&FileExtension=.PDF&FileName=Photo%2012%3A%20View%20of%20No.%202%20engine%20after%20removal.%20Rolls-Royce%20digital%20photo.-Master.PDF - Photo 13: View of Hydraulic Unit from N916SH during post accident testing. Transportation Safety Board of Canada digital photo. (item 32, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40239912&FileExtension=.PDF&FileName=Photo%2013%3A%20View%20of%20Hydraulic%20Unit%20from%20N916SH%20during%20post%20accident%20testing.%20Transportation%20Safety%20Board%20of%20Canada%20digital%20photo.-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. --- 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.