# NTSB CEN16LA236: Cessna 150L, N6622G, Detroit, MI, June 28, 2016 - Type: NTSB accident investigation - Classification: Accident · Fatal · Limited investigation · Final report - Date: June 27, 2016, 21:00 local (Jun 28, 2016, 01:00 UTC) - Place: Detroit, MI - Coordinates: 42.389167, -83.004165 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.3892&lon=-83.0042&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) - Highest injury: Fatal - Injuries: 1 fatal, 1 uninjured; on the ground: 1 fatal - Status: Completed, report May 1, 2017 - Report: Approved by Office Director - NTSB office: Central Region - Parties: FAA, East Michigan FSDO - NTSB case key (mKey): 93495 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN16LA236 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/93495/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=93495 - Page: https://openairdocs.org/ntsb/CEN16LA236 ## Probable cause The pilot’s disregard of the banner-tow operator's policy regarding the maximum allowable flight duration, which resulted in a total loss of engine power due to fuel exhaustion. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 150L, 15 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2071826), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Related operating info (probable cause); cases with it: [Cessna 150L, 16 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2071826), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 150L, 7 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=2071826), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Cessna 150L, 16 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2071826), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Object/animal/substance: wire](https://openairdocs.org/ntsb-findings/03022032): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Cessna 150L, 2 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md?model=2071826), [All aircraft, 588 cases](https://openairdocs.org/ntsb-findings/03022032/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) (defining event); cases with it: [Cessna 150L, 8 cases](https://openairdocs.org/ntsb-events/192/sequence.md?model=2071826), [All aircraft, 804 cases](https://openairdocs.org/ntsb-events/192/sequence.md) - [Landing: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 150L, 18 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2071826), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150L, 37 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071826), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The commercial pilot was conducting a banner-tow flight. He reported that the airplane experienced a total loss of engine power after being airborne for at least 3 hours 9 minutes. He informed the tower controller of his emergency, released the banner, and conducted a forced landing to a nearby street. The airplane collided with a power line during the forced landing. The pilot reported that he had used a higher-than-normal engine power setting to maintain altitude throughout the accident flight. A postaccident examination of the fuel system established that the left fuel tank was empty, that the right fuel tank contained residual fuel, and that the gascolator contained a few ounces of fuel. A subsequent test run established that there were no anomalies with the engine that would have precluded normal operation. The operator had a policy that limited all banner-tow flights in the accident airplane to 3 hours or less to avoid fuel exhaustion. The operator also noted that environmental considerations, such as operating at a high-density altitude and/or in windy conditions, could require a higher-than-normal engine power setting and increased fuel consumption. Additionally, the operator told its pilots that banner-tow flights operating in such conditions should be reduced to between 2 hours 30 minutes and 2 hours 45 minutes. The pilot had received a verbal briefing within a month of the accident that covered the operator's policy regarding the maximum allowable flight duration in the accident airplane while towing banners and acknowledged knowing these procedures. ## Factual narrative On June 27, 2016, about 2100 eastern daylight time, a Cessna model 150L single-engine airplane, N6622G, was substantially damaged during a forced landing in Detroit, Michigan. The commercial pilot was not injured. An individual on the ground was fatally injured. The airplane was registered to Drake Aerial Enterprises, LLC, and operated by Air America Aerial Ads, under the provisions of 14 Code of Federal Regulations (CFR) Part 91. Day visual meteorological conditions prevailed for the banner-tow flight that departed from Coleman A. Young Municipal Airport (DET), Detroit, Michigan, about 1748.The pilot reported that after takeoff he initially remained in the airport traffic pattern while he retrieved the banner to be towed. After retrieving the banner he proceeded to orbit the Detroit River until 2053 when he decided to return to the airport. While en route to the airport, about 2057, the engine began to run roughly. The pilot reported that he enriched the fuel mixture and turned on the auxiliary fuel pump following the loss of engine power. The engine ran for a few additional seconds before it experienced a total loss of power. The pilot informed the tower controller of his emergency, released the banner, and completed a forced landing to a nearby street. The airplane collided with a power line during the forced landing. An individual, who had been retrieving items from her parked vehicle, was seriously injured when she came in contact with the severed live power line and subsequently died, on July 6, 2016, while being treated at a local hospital. The accident airplane was powered by a 180 horsepower Lycoming O-360-A4A engine, serial number RL-20646-36A. The engine had been installed in conformance with Supplemental Type Certificate (STC) No. SA4795SW. The airplane was also equipped with extended-range fuel tanks, installed in conformance with STC No. SA5733SW, that increased the fuel capacity to 40 gallons (37.2 gallons usable). The pilot reported that the airplane had a full fuel load when it departed on the accident flight. According to the operator, a typical banner-tow flight in the Cessna 150 had an expected fuel consumption rate of 9.5-10.5 gallons per hour. Additionally, to avoid fuel exhaustion situations, it was company policy that all banner-tow flights in the Cessna 150 be limited to 3 hours or less. However, the operator also noted that environmental considerations, such as operating at a high density altitude and/or in windy conditions, could require a higher-than-normal engine power setting and increased fuel consumption. Further, the operator told their pilots that banner-tow flights should be reduced to between 2 hours 30 minutes and 2 hours 45 minutes in those conditions that required increased fuel consumption. According to the operator, the accident pilot had received a verbal briefing, within a month of the accident, that covered the company's policy regarding the maximum allowable flight duration in the Cessna 150 airplanewhile towing banners. According to the pilot's statement, the accident flight was at least 3 hours 9 minutes in duration. Additionally, the pilot reported that a higher-than-normal engine power setting had been used to maintain altitude throughout the accident flight. Further, when interviewed, the pilot acknowledged knowing the company's policy that limited banner-tow flights in the Cessna 150 to 3 hours or less. A postaccident examination was completed by a Federal Aviation Administration (FAA) inspector before the wreckage was recovered from the accident site. The FAA examination of the fuel system established that the left fuel tank was empty, the right fuel tank contained residual fuel, and the gascolator contained a few ounces of fuel. A subsequent test run established that there were no anomalies with the engine that would have precluded its normal operation. Federal regulation 14 CFR Part 91.151 stipulates that no person may begin a flight in an airplane, in day visual meteorological conditions, unless (after considering wind and forecast weather conditions) there is enough fuel to reach the intended destination, plus 30 minutes while at a normal cruising speed. In response to the accident, in order to enhance the safety of future banner-tow operations and to ensure future compliance with regulation 91.151, the operator updated their company policy to limit banner-tow flights in the Cessna 150 airplane to 2 hours 45 minutes or less. Additionally, the operator agreed to install cockpit placards, in each Cessna 150 airplane used for banner-tow operations, which will reinforce the updated company policy limiting banner-tow flights to 2 hour 45 minutes or less. Finally, the operator committed to install fuel flow/totalizers in all of their banner-tow airplanes and provide training on their proper use. ## Aircraft - Registration: [N6622G](https://openairdocs.org/aircraft/N6622G), registered now, S/N 15072122 (OpenAirDocs) - Reported make and model: CESSNA 150L - Registry model: [Cessna 150L](https://openairdocs.org/model/cessna-150l) (registry code 2071826) (OpenAirDocs) - Registry engine: [Continental 0-200 series](https://openairdocs.org/engine/continental-0-200-series) (registry code 17020, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15072122 - Year built: 1970 - Airframe hours: 9907.5 - Engines: Lycoming O-360-A4M 180 horsepower reciprocating - Damage: Substantial damage - Flight: Banner tow, Part 91 - Operator: Air America Aerial Ads - Registered owner: Drake Aerial Enterprises, LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 8, 2016, 265 hours before - Departed: DET, Detroit, MI - Destination: DET, Detroit, MI - Airport: DET, Coleman A. Young Municipal - Equipment: Stall warning system, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 18; injuries: none; flight instructor, commercial; airplane ratings: single-engine land, single-engine sea, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review April 12, 2016; seat: left; restraint: 4-point; flight hours: 1,120 total, 207.1 in this make and model, 1,015.7 as pilot in command, 483 in the last 90 days, 235.3 in the last 30 days, 8.5 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 9 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 55 °F - Altimeter: 29.94 inHg - Observed at: DET, 12 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 20160627010019A](https://openairdocs.org/incident/20160627010019A), Jun 27, 2016: Cessna 150L, Detroit, MI, Substantial damage, 1 fatal. While returning to land at kdet after a banner tow over the Detroit river the aircraft lost power, the pilot applied carb heat, turned on the fuel boost pump… ## Other investigations on N6622G (1) 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. - [NTSB CEN11LA182](https://openairdocs.org/ntsb/CEN11LA182), Feb 12, 2011: Cessna 150L (N6622G), Trenton, MI, substantial damage. Probable cause: The loss of preload torque on a connecting rod nut and bolt, which precipitated a separation of the connecting rod from the engine's crankshaft and resulted in the total loss of engine power. ## Docket (12 files) The files NTSB released with the investigation on January 31, 2017, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=93495. 4.7 MB in all. - Pilot's Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 531 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448799&FileExtension=.PDF&FileName=Pilot%27s%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Operator's Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 915 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448800&FileExtension=.PDF&FileName=Operator%27s%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Detroit Police Department Incident Report (item 3, .PDF, 2.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448801&FileExtension=.PDF&FileName=Detroit%20Police%20Department%20Incident%20Report-Master.PDF - Email Concerning Company Policy on Maximum Flight Time During Tow Operations (item 4, .PDF, 112 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448802&FileExtension=.PDF&FileName=Email%20Concerning%20Company%20Policy%20on%20Maximum%20Flight%20Time%20During%20Tow%20Operations-Master.PDF - Memorandum of Conversation (Richard Anderson) (item 5, .PDF, 88 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448803&FileExtension=.PDF&FileName=Memorandum%20of%20Conversation%20(Richard%20Anderson)-Master.PDF - FAA Inspector Statement (Lawrence Krasniewski) (item 6, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448804&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement%20(Lawrence%20Krasniewski)-Master.PDF - FAA Interview Summary with Pilot (item 7, .PDF, 100 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448805&FileExtension=.PDF&FileName=FAA%20Interview%20Summary%20with%20Pilot-Master.PDF - FAA Interview Summary with Witness (item 8, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448806&FileExtension=.PDF&FileName=FAA%20Interview%20Summary%20with%20Witness-Master.PDF - Witness Statement (Matt Schepperly) (item 9, .PDF, 110 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448807&FileExtension=.PDF&FileName=Witness%20Statement%20(Matt%20Schepperly)-Master.PDF - Witness Statement (Zach Miller) (item 10, .PDF, 132 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448808&FileExtension=.PDF&FileName=Witness%20Statement%20(Zach%20Miller)-Master.PDF - Weather Reports (item 11, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448809&FileExtension=.PDF&FileName=Weather%20Reports-Master.PDF - NTSB Safety Accomplishments (item 12, .PDF, 167 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40448810&FileExtension=.PDF&FileName=NTSB%20Safety%20Accomplishments-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.