Medical event: Bellanca 7GCBC Citabria, N289PS, accident occurred on October 4, 2025, at Federhart-Ophelia Stolport (VA99), Heathsville, Virginia

• Location: Reedville, Virginia 
• Accident Number: ERA26LA005 
• Date & Time: October 4, 2025, 16:45 Local 
• Registration: N289PS 
• Aircraft: Bellanca 7GCBC 
• Aircraft Damage: Substantial 
• Defining Event: Medical event 
• Injuries: 1 Minor 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/201810/pdf

https://data.ntsb.gov/Docket?ProjectID=201810

On October 4, 2025, about 1645 eastern daylight time, a Bellanca 7GCBC, N289PS, was substantially damaged when it was involved in an accident near Reedville, Virginia. The pilot sustained minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot of the tailwheel-equipped airplane was departing from a turf runway. The pilot recalled advancing the throttle for takeoff, but lost consciousness and could not recall anything that occurred after that point until a bystander helped him from the wreckage of the airplane. The airplane had impacted trees off the side of the runway, resulting in substantial damage to the wings and fuselage. After the accident, the pilot and a mechanic examined the airplane and found no evidence of any mechanical malfunctions or failures that would have precluded normal operation. 

A postaccident review of the pilot’s FAA medical certification history and his postaccident medical care records confirmed that the pilot had likely been incapacitated by an episode of abnormal heartbeat due to heart disease. At the time of the accident, the pilot did not hold current FAA medical certification. Although he had completed some requirements for BasicMed, his known medical history, which included multiple cardiovascular conditions, disqualified him from legally operating under BasicMed. 

- Probable Cause: The pilot’s sudden incapacitation by an episode of abnormal heartbeat due to heart disease during a takeoff attempt, which resulted in a loss of directional control and runway excursion.

Part(s) separation from AC: Rutan Long-EZ, N4JZ, accident occurred on July 10, 2024, near Thomasville, Georgia

• Location: Thomasville, Georgia 
• Accident Number: ERA24LA303 
• Date & Time: July 10, 2024, 12:30 Local 
• Registration: N4JZ 
• Aircraft: JONES LONG-EZ 
• Aircraft Damage: Substantial 
• Defining Event: Part(s) separation from AC 
• Injuries: 1 None 
• Flight Conducted Under: Part 91: General aviation - Personal 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194679/pdf

https://data.ntsb.gov/Docket?ProjectID=194679

On July 10, 2024, about 1230 eastern daylight time, an experimental amateur-built Long-EZ airplane, N4JZ, was substantially damaged when it was involved in an accident near Thomasville, Georgia. The private pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he was maneuvering around weather at 11,500 ft mean sea level (msl) when he made a rapid descent to 3,500 ft msl to remain clear of clouds. He reported that he did not exceed the airplane’s maneuvering speed during the descent, and that when the airplane reached 3,500 msl, it began to “violently shake,” followed by a total loss of engine power. The pilot made a successful forced landing to a field; however, after he landed, he noticed about three-quarters of one of the wooden propeller blades was missing and two of the engine mounts were sheared from the firewall. 

The pilot stated the wooden P-prop had been overhauled and had accrued about 50-60 hours since overhaul. The pilot provided photographs of the fractured propeller blade; however, the detail observed in the photographs was insufficient to determine the reason the blade failed. Additional photographs were requested; however, they were not provided by the pilot. Therefore, the reason for the blade failure could not be determined. 

Collision during takeoff/land: Champion 7ECA Citabria, N6310N, fatal accident occurred on April 29, 2025, near Flying N Ranch Airport (CA0), Cottonwood, California

• Location: Cottonwood, California 
• Accident Number: WPR25FA145 
• Date & Time: April 29, 2025, 15:34 Local 
• Registration: N6310N 
• Aircraft: Champion 7ECA 
• Aircraft Damage: Destroyed 
• Defining Event: Collision during takeoff/land 
• Injuries: 2 Fatal 
• Flight Conducted Under: Part 91: General aviation - Instructional

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200080/pdf

https://data.ntsb.gov/Docket?ProjectID=200080

On April 29, 2025, at 1534 Pacific daylight time, a Champion 7ECA, N6310N, was destroyed when it was involved in an accident near Cottonwood, California. The flight instructor and pilot receiving instruction were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

The flight instructor and the pilot receiving instruction departed on an instructional flight. A witness who spoke to the pilots before their departure stated that the flight instructor occupied the front seat, while the pilot in the rear seat was receiving instruction in preparation for his flight instructor practical test. 

First responders reported that, upon arriving at the accident site, they observed the airplane engulfed in flames and an individual later identified as the pilot receiving instruction, outside of the airplane. They immediately began extinguishing the fire and providing medical assistance. The pilot was alert and stated to first responders that he had self-extricated from the airplane and that the flight instructor remained inside. He further explained that the flight instructor had been flying the airplane at the time of the accident. During the landing approach, according to the pilot, while on approach to land the flight instructor overshot the runway, initiated a goaround, applied power, and subsequently lost control of the airplane. 

Examination of the accident site revealed that the airplane impacted a 5-ft-tall fence post near the departure end of the 2,600-ft-long runway as well as a 40-ft tall tree along the runway’s extended centerline, before coming to rest at the base of a tree about 585 ft past the departure end of the runway. 

Examination of the engine did not reveal any evidence of preimpact mechanical malfunctions or failures; however, thermal damage precluded a detailed examination of the engine. 

Although witnesses near the accident site did not observe the accident sequence, they reported no anomalies in the engine’s sound around the time of the accident. The airplane’s path past the departure end of the runway appeared to be consistent with the pilot’s statement that the accident occurred following a runway overshoot and subsequent go-around. It is likely that the decision to initiate the go-around was delayed, which resulted in collision with a fence post and trees. 

- Probable Cause: The flight instructor’s delayed response to an improper landing approach and runway overshoot, which resulted in an impact with an airport perimeter fence and trees. 

Lancair Legacy FG, N550NL, fatal accident occurred on April 22, 2026, at Spicewood Airport (88R), Spicewood, Texas

• Location: Spicewood, Texas
• Accident Number: CEN24FA164
• Date & Time: April 22, 2024, 18:26 Local
• Registration: N550NL
• Aircraft: Lancair Legacy FG
• Aircraft Damage: Destroyed
• Defining Event: Loss of control in flight
• Injuries: 1 Fatal
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194133/pdf

https://data.ntsb.gov/Docket?ProjectID=194133

On April 22, 2024, about 1826 central daylight time, a Lancair Legacy FG airplane, N550NL, was destroyed when it was involved in an accident near Spicewood, Texas. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Witnesses reported that, during the pilot’s initial approach for landing on runway 17, the experimental airplane was fast, encountered a wind gust, and ballooned, prompting the pilot to initiate a go-around. During the subsequent approach, one witness observed the nose landing gear nearly contact the runway. The pilot again initiated a go-around, during which the airplane entered a steep, left-turning climb before descending nose-down into terrain. A postimpact fire consumed most of the airplane. 

The recorded wind conditions at a nearby airport about 10 minutes after the accident were from 170° at 6 knots (kts) with gusts to 15 kts. An observation recorded about 10 minutes before the accident included wind from 180°, variable between 140° and 220°, at 6 kts with gusts to 14 kts. 

Postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions that would have precluded normal operation. The engine displayed internal continuity and signs of producing power at impact, and propeller damage was also consistent with power being produced at the time of impact. The flap actuator position corresponded to full flap extension (40°); however, the airplane’s go-around procedure specified reducing the flap extension to 20° after applying power and establishing the climb. 

Toxicology testing detected the over-the-counter antihistamine cetirizine at levels unlikely to have caused significant impairment. Autopsy findings identified significant coronary artery disease that put the pilot at an increased risk of a sudden impairing or incapacitating cardiac event, including angina, arrhythmia, or heart attack. There is no autopsy evidence that such an event occurred; however, such an event does not leave reliable autopsy evidence if it occurs immediately before death. No evidence of an acute medical event was identified.

Given the position of the flap actuator as found at the accident site, it is likely that the pilot failed to retract the flaps during the go-around as prescribed by the pilot’s operating handbook, which likely significantly reduced the climb performance of the airplane. It is also likely that the pilot subsequently exceeded the airplane’s critical angle of attack during the attempted goaround with the flaps fully extended, which resulted in an aerodynamic stall and loss of airplane control at an altitude that was too low for recovery.

- Probable Cause: The pilot’s failure to properly configure the airplane during a go-around in gusting wind conditions, and his subsequent exceedance of the airplane’s critical angle of attack, which resulted in an aerodynamic stall at an altitude too low for recovery.

Low altitude operation/event: Beechcraft T-34A (A45) Mentor, N268AF, fatal accident occurred on June 7, 2024, near Deer Harbor, Washington

• Location: Deer Harbor, Washington 
• Accident Number: WPR24FA184 
• Date & Time: June 7, 2024, 11:40 Local 
• Registration: N268AF 
• Aircraft: Beech A45 
• Aircraft Damage: Substantial 
• Defining Event: Low altitude operation/event 
• Injuries: 1 Fatal 
• Flight Conducted Under: Part 91: General aviation - Personal

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194417/pdf

https://data.ntsb.gov/Docket?ProjectID=194417

On June 7, 2024, about 1140 Pacific daylight time, a Beech A45, N268AF, was destroyed when it was involved in an accident near Deer Harbor, Washington. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations part 91 personal flight.

The pilot was performing a flight around an island archipelago where he used to live, with the intention of also performing a flyby of a friend’s home. He was familiar with the route of flight and had performed the same flyby multiple times before. The friend stated that, in the past, the pilot often rocked the airplane’s wings during his flybys, but had never performed aerobatics. She stated that, during the accident flight, the airplane was flying at a higher altitude than on previous occasions. The left wing then dropped, and she thought this was part of the pilot’s usual routine; however, the wing continued to drop as the airplane began to rapidly descend toward the water. The airplane began to pull out of the dive, but by the time it had recovered to an almost wings-level, upright attitude, the belly impacted the water.

Video of the accident recorded by another witness in the vicinity showed the airplane inverted and diving, in what appeared to be the early stages of an aerobatic maneuver consistent with a split-S. Video analysis indicated that the airplane began the maneuver about 1,800 ft above the water. Its flight path followed a constant-radius arc which, at its lowest point, extended 30 feet below the water’s surface.

Examination of the airframe and engine showed no evidence of pre-accident malfunction. Video footage indicated that the engine was operating during the descent and appeared to be producing power at impact. Damage to the airplane’s altimeter precluded a determination of its operating status at the time of the accident; however, its Kollsman window was set correctly for local atmospheric conditions.

The pilot had an extensive and distinguished career in human spaceflight and aviation, and according to family members exhibited a lifelong pattern of maintaining high standards and conservative flying habits. Evidence suggests, however, that as he aged the pilot became less rigid in maintaining those standards. As an example, he was not wearing a personal floatation device during the accident flight despite his self-imposed rule of doing so when flying over water. Additionally, although it was reported that he never performed aerobatics without wearing a parachute, the pilot did perform a barrel roll the week before the accident without wearing one. According to the pilot’s son, performing a split-S maneuver at such a low altitude and with such little margin for error would have been out of character for the pilot. The pilot’s decision to perform the flyby at a higher altitude than usual suggests that he likely intended to perform the maneuver, but misjudged the entry altitude.

The pilot’s medical profile included conditions typical for a 90-year-old, and evidence suggested that behaviorally he demonstrated impatience with other aircraft in the traffic pattern and was struggling with the communications equipment in another similar airplane. About 10 years before the accident, he voluntarily stopped flying aerobatics at airshows and flying higher-performance airplanes because he was concerned about damaging them. He shifted instead to simpler, seasonal flying in the accident airplane type—the airplane in which he originally learned to fly—and had recently stopped flying solo in congested airspace. Nevertheless, the pilot’s son stated that his flying skills were still excellent. 

Although regulations permit any authorized flight instructor to conduct a flight review, the pilot’s son served as the pilot’s exclusive reviewer and recurrent instructor. This resulted in a lack of independent oversight, and due to family dynamics and the power disparity associated with the pilot’s experience, this arrangement may have limited the candid identification of risk-increasing behaviors or degrading skills.

The pilot’s autopsy report indicated his cause of death was a result of multiple blunt force injuries. The examination identified moderate coronary artery disease, but did not identify other significant natural diseases. As a result of his heart disease, the pilot was at some increased risk of a sudden impairing or incapacitating cardiac event, such as chest pain, arrhythmia, or heart attack. However, such an event does not leave reliable autopsy evidence if it occurs immediately before death. The pilot also would have been experiencing the effects of elevated G-forces during the maneuver. Pilot tolerance to G-forces is affected by multiple factors, including magnitude and duration of the acceleration, the individual’s training and level of fitness, and other health factors. However, the coordinated manner in which the maneuver was performed indicated that the pilot was actively controlling the airplane throughout. Thus, it is unlikely that the effects of the pilot’s coronary artery disease or encounter with elevated G-forces contributed to the accident.

- Probable Cause: The pilot’s decision to perform an aerobatic maneuver at low level, and his misjudged entry altitude for the maneuver, which resulted in impact with water.

Cessna A185F Skywagon, N61368, fatal accident occurred on May 12, 2026, near Avon, Maine

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N61368

- History of Flight:
On May 12, 2026, at about 1044 local time, a Cessna A185F Skywagon, N61368, registered to, and being operated by the Maine Department of Inland Fisheries and Wildlife, was destroyed when it impacted terrain near Avon, Maine. The commercial pilot/Maine Game Warden was fatally injured. The public-use flight originated from Dry Pond Seaplane Base (ME80), Gray, Maine, at 0758.

According to Automatic dependent surveillance-broadcast (ADS-B) data, the airplane climbed to the north after departure from ME80 and landed on the Rangeley Lake at ~0845. The airplane departed the lake at 1033 and proceeded east. At 1042:42, the airplane was at 2,000 ft and 112 knots groundspeed. At 1043:17, the airplane entered a left hand turn while descending to 1,700 ft near a small body of water called the Day Mountain Pond. At 1044:02, the airplane was over the pond at 1,700 ft and 73 knots groundspeed. The last ADS-B data point was recorded at 1044:51, the airplane was at 1,700 ft, 66 knots groundspeed, and -60 feet per minute (fpm) rate.

Game Wardens are usually involved in overseeing natural resources, enforce fish and wildlife laws, and conducting search-rescue operations.

Figure 1: View of flight, note starting point of accident flight was the lake seen on the top left

Figure 2: View of turn towards end of track

Figure 3: End of track

- Pilot Information:
The pilot, aged 50, held a commercial pilot certificate, with a rating for airplane single engine land and sea and an instrument rating. He also held a remote pilot certificate. His second class FAA medical was issued on 9/2025, with a note that he was not valid for any class after 9/30/2026.

- Airplane Information:
The accident aircraft, serial number 18504159, was manufactured in 1980. It was powered by a Continental IO-520D engine.

According to the Pilot Operating Handbook, the stall speed (MPH CAS) with a 0 angle of bank was 65 (flaps up), 58 (flaps 20), 56 (flaps 40).

STALLS.

The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations.

Power-off stall speeds at maximum gross weight and aft c.g. position are presented in figure 6-2 as calibrated airspeeds, since indicated airspeeds are unreliable near the stall.

- Wreckage and Impact Information:
Unknown. The terrain elevation surrounding the accident site ranged from 1,500 ft to 1,700 ft.

- Weather:
The 1035 METAR indicated the following conditions: Winds 300° at 13 knots, gusting 20 knots, 10 miles visibility, a broken cloudlayer at 4,800 ft AGL, an overcast ceiling at 5,500 ft AGL, temperature 6 °C, dewpoint -6 °C, and an altimeter setting of 30.06 inches of mercury.

The 1055 METAR indicated the following conditions: Winds 290° at 13 knots, gusting 25 knots, 10 miles visibility, a broken cloudlayer at 4,800 ft AGL, an overcast ceiling at 5,500 ft AGL, temperature 6 °C, dewpoint -6 °C, and an altimeter setting of 30.06 inches

(1) METARs:

METAR K8B0 121415Z AUTO 30011G17KT 10SM OVC047 06/M05 A3007 RMK AO2

METAR K8B0 121435Z AUTO 30013G20KT 10SM BKN048 OVC055 06/M06 A3006 RMK AO2

METAR K8B0 121455Z AUTO 29013G25KT 10SM BKN048 BKN055 06/M06 A3006 RMK AO2

(2) Area Forecast Discussion:

Area Forecast Discussion
National Weather Service Gray ME
844 AM EDT Tue May 12 2026

.WHAT HAS CHANGED...
Frost/Freeze headlines have been cancelled as temperatures
quickly rebound into the 40s. OTherwise no changes to today`s
forecast.

&&

.KEY MESSAGES...
1. After a cold start, today will be dry with breezy northwest
winds. Frost and Freeze headlines may be needed again tonight
for portions of the interior.

2. Slow moving low pressure will bring rain Wednesday through
Friday resulting in beneficial rainfall.

&&

.DISCUSSION...
KEY MESSAGE 1 DESCRIPTION...

Upper trough swings east of the area early this morning with
high pressure building in from the west. Skies will start off
mostly clear with cu developing with surface heating through
late morning. The NW gradient from the incoming high and mixing
to around 800 mb will allow for NW winds to increase late
morning into the afternoon with gusts 20 to 25 mph. These NW
winds will also inhibit much in the way of a sea breeze allowing
coastal areas to be the warm spot with highs near 60 degrees.
High temperatures will taper to the north with areas near the
Canadian Border having highs restricted to the 40s.

High pressure will crest south of the area early tonight
allowing for winds to relax. Mostly clear skies combined with
near calm winds will allow for efficient radiational cooling
from sunset until around midnight tonight. Low pressure moving
east through the Great Lakes region will start to spread some
cirrus across the area west to east after midnight with clouds
thickening and lowering into Wednesday morning. These clouds
may put a halt on radiational cooling which may limit the
opportunity for frost. The going forecast brings lows into the
low to mid 30s for portions of the interior and near freezing
into the foothills. Trends in the advancing cloud cover will
need to be monitored with the next forecast package to see where
Frost and Freeze headlines may be needed.


KEY MESSAGE 2 DESCRIPTION...

Low pressure will move into New England by Wednesday, and a warm
front moves northeastward through the afternoon. Precipitation
should be fairly light and widespread, with light and steady
rain looking to continue through Thursday morning. Rain becomes
more showery on Thursday, but dense clouds will keep conditions
fairly socked in and chilly through the day. Rain picks up in
intensity Thursday evening as a cold front slowly moves through
with a more intense slug of rainfall. Some thunder cannot be
ruled out especially across southern NH Thursday night but the
steady rain and moist adiabatic environment should inhibit the
rain and showers from becoming thunderstorms. While it will be a
soggy few days, rainfall amounts should not be impactful. Heavy
downpours are not favored, as PWATs are fairly dry for a storm
like this in the Spring. Showery weather is likely to continue
on Friday as well, with some wraparound rain possible as the
aforementioned low moves eastward.

&&

.AVIATION /12Z TUESDAY THROUGH SATURDAY/...
Through 12Z Wednesday...VFR prevails. WNW winds will increase
this morning with gusts 15 to 20 kts by early afternoon. This
should keep sea breeze off the coastal terminals. Winds will
dissipate this evening. Clouds increase from west to east after
06Z Wednesday while CIGs remain VFR.

Outlook:

Wednesday: AM VFR, MVFR in the afternoon due to lowering CIGs
and rain.

Thursday and Friday: MVFR due to low CIGs, showers, and
possible isolated thunder. Areas of IFR possible as well,
especially in periods of heavier rain.

Saturday: Improvement to VFR.

&&

.MARINE...
Winds and seas remain below SCA thresholds today through
tonight as high pressure builds in from the west and then crests
south of the waters tonight.

Low pressure approaching form the west will increase southeast
winds Wednesday with these winds bringing SCA conditions into
Thursday. As low pressure crosses overhead and then exits east
Friday winds will diminish and then shift out of the north,
with seas continuing to remain at 3-5 ft.

&&

.GYX WATCHES/WARNINGS/ADVISORIES...
ME...None.
NH...None.
MARINE...None.

- Additional:
The last fatal loss of a Maine Department of Inland Fisheries and Wildlife occurred on March 24, 2011, near Ashland, Maine, when a Cessna A185F, N724MT, crashed into a frozen lake after an encounter with localized instrument meteorological conditions, which resulted in spatial disorientation and a loss of control.

North American F-51D Mustang, N251CS, fatal accident occurred on May 12, 2026, at Tallulah/Vicksburg Regional Airport (TVR/KTVR), Tallulah, Louisiana

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N251CS

- History of Flight:
On May 12, 2026, at about 1519 local time, a North American F-51D Mustang, N251CS, registered to Southern Heritage Air LLC out of Helena, Montana, and being operated by a commercial pilot, was substantially damaged when it impacted airport terrain at Tallulah/Vicksburg Regional Airport (TVR/KTVR), Tallulah, Louisiana. The pilot was fatally injured. The local flight originated from the airport at 1509.

The FAA reported that the airplane crashed under unknown circumstances while maneuvering at the airport. ADS-B data shows that the airplane departed the runway and entered a series of maneuvers around the airport. The last ADS-B data point was recorded at 1519:21, the airplane was at 1600 ft, 220 knots groundspeed, and descending 8000 feet per minute (fpm) about 700 ft to the left side of runway 18/36.

Witness accounts were not reported by any news sources.

Figure 1: ADS-B data, note several missing data points throughout maneuvers

- Pilot Information:
The pilot, aged 62, held a commercial pilot certificate with a rating for airplane single engine land, sea, and airplane multiengine land, instrument airplane, and rotorcraft/helicopter. He also held private privileges for gliders and a SIC type rating in the Douglas DC-3. The pilot also held an unmanned aircraft system rating that was issued in 2016. His second class FAA medical was issued on 4/2026, with a note that he must use corrective lens(es) to meet visions standards at all required distances, and that he was not valid for any class after 04/30/2027.

- Airplane Information:
The North American P-51-D Mustang is a low-wing, single seat, single engine, propeller driven airplane originally designed and built as a long-range fighter for the military and used during World War II and the Korean War. The accident airplane, Serial Number (S/N) 122-41517 (originally 44-74977), was delivered to the Army Air Forces on July 14, 1945. 

According to an Airhistory.net poster: "The airplane went on the civil registry as N5488V in 1960 and was used for fire tanker support in Alaska. Damaged in gear up landing in June 1966, the Mustang was repaired but suffered another landing accident in 1999. Rebuilt again and flown as N251CS "Charlotte's Chariot II" in 2010"

- Wreckage and Impact Information:
While clear post-accident photos were not released, the available photos show that the airplane impacted airport terrain near the runway and broke up upon impact. There was no post crash fire damage observed. The tail, engine, and fuselage were separated from each other.

Figure 2: Wreckage

- Airport Information:
KTVR is a public airport located 9 miles east of Tallulah, Louisiana. The airport field elevation is 85.7 ft. The airport features a single asphalt runway 18/36 which is 5002 x 100 ft.

- Weather:
The weather seemed uneventful.

METAR KTVR 121953Z AUTO 00000KT 10SM CLR 27/14 A3006 RMK AO2 SLP186 T02720139 PWINO $

METAR KTVR 122053Z AUTO 35003KT 10SM CLR 27/14 A3004 RMK AO2 SLP178 T02720139 58018

- Additional Information:
No