Photographs of the wreckage found in Gulf of Gebas

The steering column with the right arm missing.
The rudder pedals and the
control handles for the engine ailerons and flaps One of the seatbelts recovered

Accumulation of rust suggests this was out of the water and exposed to atmosphere for a long period of time. Also shown with the name Piper and the control handles

One end of the stainless steel cable is frayed and bent the investigator stated this condition
is the result of being stretched beyond breaking point.
The other end suggests a twisted wrung off break
No explanation why the two ends should be different

This is in the first notch position. This would indicate the landing gear was partially lowered.
Also depicted are two seat belts

A closeup of the rudder pedal and the bottom of the steering column

One of the two seat bolts and securing fixtures which have been ripped from the floor.
Note the securing bolts are severely bent.
The material of these belts was stretched (elongated) beyond belief.
Note the release leaver is compressed into and on top of the retaining mechanism.
The name and number plate of the manufacturer is also visible

Note the manufacturers aluminium name plate which shows no signs of salt pigment or corrosion.
We are asked to believe this item was eight months in the salt water of the Mediterranean sea

Note the very good condition of the manufacturers name plate

This is part of the main spar with the floor carpet in place.
This spar is the component across the body of the aircraft to which the wing sections are attached.
It is positioned directly behind the pilot/co-pilot’s seats

The carpet pulled back revels the number 80410.
This is the registration number allocated to this aircraft during manufacturer.
This is inscribed using an indelible marker on this component

This depicts the frames upon which the pilots seats are secured.
Note the retaining brackets have been ripped off.
There is no indication of stress visible on the adjoining cable looms

This depicts the frames upon which the pilots seats are secured.
Note the retaining brackets have been ripped off.
There is no indication of stress visible on the adjoining cable looms

These are two pieces of fuselage skin from which Mr. Lehman calculated the approximate
angle of entry of the aircraft into the sea.
It is important to record here these items are totally different to the parts of fuselage
depicted in the photographic evidence submitted by the court in November 1996.
The Court of Enquiry refused to make available to me (Cormac Boomer),
even when the request was delivered through the Dept. of Foreign Affairs in Dublin

This is the only surviving item from the pilot’s instrument panel.
It is an indictor light bulb 2x1cm and is in perfect working order.
Mr. Lehman explained this is an indicator light for the right wing tip navigation light.
He explained that had this light been on when the aircraft hit the water this would
have caused a short in the filament of the bulb.
The condition of the bulb suggests the aircraft was flying without navigation lights in the on position

These depict sections of the floor area to the rear of the pilot’s seat

Sections of the floor area to the rear of the pilot’s seat

This is a close-up view of 16 & 17. Note the cable ends appear to be snipped off at the same point.
There is no sign of fray, stretch, or the rupture one would likely expect to find in an aircraft ripped
apart by plunging in to the sea from 9000 feet

There is no sign of fray, stretch, or the rupture one would likely expect
to find in an aircraft ripped apart by plunging in to the sea from 9000 feet

There is no sign of fray, stretch, or the rupture one would likely expect
to find in an aircraft ripped apart by plunging in to the sea from 9000 feet