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 the cockpit. The two front seat safety belts and the middle ones of the rear seat were torn free from their attach points. The two rear outside belt ends remained. attached to their respective fittings; the buckle of one was broken. None of the webbing was broken and no belts were about the occupants.

Although the aircraft was badly damaged, certain important facts were determined. There was no fire. All components were accounted for at the wreckage site. There was no evidence of inflight structural failure or failure of the controls. The landing gear was retracted at the time of impact. The damaged engine was dismantled and examined; there was no evidence of engine malfunctioning or failure in flight. Both blades of the propeller were broken at the hub, giving evidence that the engine was producing power when ground impact occurred. The hub pitch-change mechanism indicated that the blade pitch was in the cruise range.

Despite the damage to the cockpit the following readings were obtained: Magneto switches were both in the "off" position. Battery and generator switches were in the "on" position. The tachometer r. p. m. needle was stuck at 2200. Fuel pressure, oil temperature, and pressure gauges were stuck in the normal or green range. The attitude gyro indicator was stuck in a manner indicative of a 90-degree right bank and nose-down attitude. The rate of climb indicator was stuck at 3,000 feet per minute descent. The airspeed indicator needle was stuck between 165-170 m. p. h. The directional gyro was caged. The omni selector was positioned at 114.9, the frequency of the Mason City omni range. The course selector indicated a 360-degree course. The transmitter was tuned to 122.1, the frequency for Mason City. The Lear autopilot was not operable.

The aircraft, a Beech Bonanza, model 35, S/N-1019, identification H 394N, was manufactured October 17, 1947. It was powered by a Continental model E185-8 engine which had a total of 40 hours since major overhaul. The aircraft was purchased by the Dwyer Flying Service, July 1, 1958, and, according to records and the testimony of the licensed mechanic employed by Dwyer, had been properly maintained since its acquisition. N 3794N was equipped with high and low frequency radio transmitters and receivers, a Narco omnigator, Lear autopilot (only recently installed and not operable), all to necessary engine and navigational instruments, and a full panel of instruments used for instrument flying including a Sperry F3 attitude Gyro.

Roger Arthur Peterson, 21 years old, was regularly employed by the Dwyer Flying Service as a commercial pilot and flight instructor, and had been with