# NTSB ERA14FA372: Cessna 182F, N1DZ, Gansevoort, NY, August 2, 2014 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 2, 2014, 17:42 local (21:42 UTC) - Place: Gansevoort, NY - Coordinates: 43.190223, -73.639328 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.1902&lon=-73.6393&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report July 23, 2015 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - NTSB case key (mKey): 89785 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA14FA372 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/89785/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=89785 - Page: https://openairdocs.org/ntsb/ERA14FA372 ## Probable cause The pilot’s failure to maintain directional control during initial climb following a banner pick-up, resulting in collision with a tree. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: directional control](https://openairdocs.org/ntsb-findings/01062020): Aircraft › Aircraft oper/perf/capability · Not attained/maintained (probable cause); cases with it: [Cessna 182F, 3 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md?model=2072714), [All aircraft, 3,958 cases](https://openairdocs.org/ntsb-findings/01062020/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna 182F, 4 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=2072714), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 182F, 6 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2072714), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) (defining event); cases with it: [Cessna 182F, 1 case](https://openairdocs.org/ntsb-events/120/sequence.md?model=2072714), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 182F, 6 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2072714), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The banner tow airplane departed, circled, and returned to the airport for the banner pickup. The operator said he was using a handheld radio and was prepared to provide flightpath adjustments to the pilot for the banner pickup, but the approach was "perfect" and the pickup was successful. He announced over the radio that the banner was captured and "looked good," but the airplane then climbed at a much shallower angle than anticipated and drifted left of the runway heading. The airplane subsequently collided with a treetop, rolled inverted, and impacted the ground in a nose-down attitude. The owner of the property where the airplane came to rest was in her yard facing the runway when her attention was drawn to the sound of the airplane as it approached; the engine sounded normal and was smooth and continuous until impact. She stated that the airplane was in a level attitude when it struck the treetop, rolled inverted, and struck the ground nose first. Detailed examinations of the airframe and powerplant revealed no preimpact mechanical anomalies that would have precluded normal operation. The throttle and mixture controls were in the full-forward position, the propeller control was three-fourths forward, and the carburetor heat control was in the "on" position. Assuming these as-found positions were the same at takeoff, the engine and propeller would have provided less-than-full power and thrust. A review of the pilot's logbook revealed he had accrued 333.1 total hours of flight experience, of which 26 hours were in the accident airplane make and model. In the 30 days before the accident, the pilot had had flown 1.8 hours, none of which was in the accident airplane make and model. According to FAA Advisory Circular AC-61-23C, Pilot's Handbook of Aeronautical Knowledge: "The effect of torque increases in direct proportion to engine power, airspeed, and airplane attitude…. During takeoffs and climbs, when the effect of torque is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left-turning tendency and maintain a straight takeoff path." It is likely that the pilot did not apply enough right rudder to counteract the left-turning tendency of the airplane during climb. ## Factual narrative According to FAA Advisory Circular AC-61-23C, Pilot's Handbook of Aeronautical Knowledge: "The effect of torque increases in direct proportion to engine power, airspeed, and airplane attitude. If the power setting is high, the airspeed slow, and the angle of attack high, the effect of torque is greater. During takeoffs and climbs, when the effect of torque is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left-turning tendency and maintain a straight takeoff path." According to FAA and maintenance records, the airplane was manufactured in 1963. It was powered by a Teledyne Continental O-470 series, 230-horsepower, six-cylinder reciprocating engine. Its most recent annual inspection was completed July 3, 2014, at 12,269 aircraft hours. The airplane accrued approximately 16 hours of flight time between the inspection and the accident flight. On August 2, 2014, at 1742 eastern daylight time, a Cessna 182F, N1DZ, was destroyed when it collided with a tree and terrain during climbout following a banner pick-up at Heber Airpark (K30), Ganesvoort, New York. The commercial pilot and passenger/observer were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed K30 about 1737. The banner tow flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Several witnesses provided statements and were interviewed at the scene, and their recounting of events was consistent throughout. According to the owner/operator of the banner tow company, the airplane departed to the east, circled, and returned for the banner pickup. He said he was on a hand held radio, prepared to provide flight path adjustments to the pilot for the banner pick-up, but the approach was "perfect" and the pick-up was successful. He announced over the radio that the banner was captured and "looked good" but the airplane did not climb as it normally would. When asked, he did not remember hearing the customary full-power engine acceleration that is typical after a banner capture. The airplane climbed at a much shallower angle than what was anticipated, and drifted left of the runway heading. The airplane collided with a treetop, rolled inverted, and struck the ground in a nose-down attitude. The owner of the property where the airplane came to rest was in her yard facing the runway when her attention was drawn to the sound of the airplane as it approached. When asked to describe the sound of the engine, she said, "It sounded like they always do" at takeoff. The airplane was in a level attitude when it struck the treetop, rolled inverted, and struck the ground nose first. She explained that the sound of the engine was smooth and continuous until the airplane contacted the ground. The Albany Medical Center, Albany, New York, performed the autopsy on the pilot. The autopsy listed the cause of death as blunt force injuries. Toxicological testing was performedon the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Testing was negative for carbon monoxide, ethanol, and all tested-for drugs and their metabolites. At 1753, the weather reported at Floyd Bennett Memorial Airport (GFL), Glens Falls, New York, 9 miles north of K30, included clear skies and wind from 190 degrees at 7 knots. The temperature was 27 degrees C, the dew point was 16 degrees C, and the altimeter setting was 30.08 inches of mercury. The pilot held a commercial pilot certificate with ratings for airplane single-engine and instrument airplane. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued March 27, 2011. A review of the pilot's logbook revealed he had accrued 333.1 total hours of flight experience, of which 26 hours were in the accident airplane make and model. He accrued 17.5 hours of flight experience in the 90 days previous to the accident, of which 2.7 were in the accident airplane make and model. In the 30 days previous to the accident, the pilot had accrued 1.8 hours of flight experience, none of which was in the accident airplane make and model. The engine was examined at the manufacturer's facility in Mobile, Alabama under the supervision of an FAA aviation safety inspector. Visual inspection revealed a broken crankshaft propeller flange, and the exhaust system, oil sump, oil filter, and engine mount legs were impact damaged. The spark plugs were removed and displayed normal wear. The oil sump was removed, and the crankshaft was then free to rotate. Engine disassembly revealed no pre-impact mechanical anomalies that would have precluded normal operation. The wreckage was examined on August 3 and 4, 2014, and all major components were accounted for at examination. The initial impact point was in a treetop 50 feet above the ground, and 135 feet left of the runway centerline. The wreckage path was oriented approximately 240 degrees magnetic, and was 155 feet in length. The airplane came to rest inverted facing the direction of travel and the engine compartment, instrument panel, cockpit, cabin area, wings and empennage were completely destroyed by impact. The vertical fin, horizontal stabilizer, and elevator were largely intact. The engine was rolled beneath the instrument panel and was not readily visible. First responders cut across the entire width of the cabin floor structure prior to examination. The airplane was turned upright on its landing gear, and towed onto the airport property for a detailed examination. As the airplane was righted, an unmeasured quantity of fuel poured from both wings. The propeller was buried in the initial impact crater about 12 inches below the surface. Both blades exhibited cord-wise polishing, and one blade was loose in the hub and displayed an aft bend about mid-span. Control continuity from the flight controls to all flight control surfaces was confirmed. The rudder and elevator control cables were cutby first responders, but cable continuity was confirmed from the cuts to their respective control surfaces. The throttle and mixture controls were in the full-forward position, the propeller control was three-fourths forward, and the carburetor heat control was in the "on" position. Examination of the lap belt restraints revealed that the buckles were still buckled, and the belts had been cut by first responders. The airplane was not equipped with shoulder harnesses. The banner tow hook was damaged during recovery of the airplane; but still locked and released as designed during an operational check. Fuel system continuity was confirmed from the wing tanks, through the fuel selector, to the engine. The left fuel bladder was torn by impact forces and the right fuel bladder appeared intact. Continuity was confirmed through cuts made by first responders. ## Aircraft - Registration: [N1DZ](https://openairdocs.org/deregistered/N1DZ-2014-11-04), registration cancelled 2014-11-04, S/N 18255057, built 1963 (OpenAirDocs) - Reported make and model: CESSNA 182F - Registry model: [Cessna 182F](https://openairdocs.org/model/cessna-182f) (registry code 2072714) (OpenAirDocs) - Registry engine: [Continental O-470 series](https://openairdocs.org/engine/continental-o-470-series) (registry code 17026, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 18255057 - Year built: 1963 - Airframe hours: 12269 - Engines: CONT MOTOR O-470 SERIES reciprocating - Damage: Destroyed - Flight: Banner tow, Part 91 - Operator: Saratoga Skydive - Registered owner: Duanesburg Aircraft Inc - Airworthiness certificate: Standard, Normal; Standard, Utility - Last inspection: Annual, July 3, 2014, 16 hours before - Departed: K30, Gansevoort, NY - Destination: K30, Gansevoort, NY - Airport: K30, Heber Airpark, runway 24, 2,200 × 24 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; injuries: fatal; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; seat: left; restraint: lap only; toxicology performed; flight hours: 333.1 total, 26 in this make and model, 17.5 in the last 90 days, 1.7 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 190° at 7 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 61 °F - Altimeter: 30.07 inHg - Observed at: KGFL, 9 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 20140802014519A](https://openairdocs.org/incident/20140802014519A), Aug 2, 2014: Cessna 182F, Gansevoort, NY, Destroyed, 2 fatal. On August 2, 2014, at 1742 eastern daylight time, a Cessna 182F, N1DZ, was destroyed when it collided with a tree and terrain during climbout following a… ## Other investigations on N1DZ (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 NYC05LA022](https://openairdocs.org/ntsb/NYC05LA022), Nov 27, 2004: Cessna 182E (N1DZ), Duanesburg, NY, substantial damage. Probable cause: The pilot's improper decision to attempt a takeoff without allowing the engine to adequately warm-up; which resulted in a partial loss of power during takeoff and subsequent forced landing. ## Docket (15 files) The files NTSB released with the investigation on July 14, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=89785. 7.9 MB in all. - Interview Summary (Operator) (item 1, .PDF, 52 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429200&FileExtension=.PDF&FileName=Interview%20Summary%20(Operator)-Master.PDF - Witness Statements (item 2, .PDF, 320 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429201&FileExtension=.PDF&FileName=Witness%20Statements-Redacted.PDF - Police Report (item 3, .PDF, 316 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429202&FileExtension=.PDF&FileName=Police%20Report-Redacted.PDF - FAA Inspector Statement (item 4, .PDF, 115 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429203&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Redacted.PDF - Pilot Training Records from Operator (item 5, .PDF, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429204&FileExtension=.PDF&FileName=Pilot%20Training%20Records%20from%20Operator-Redacted.PDF - Maintenance Record Review (FAA) (item 6, .PDF, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429205&FileExtension=.PDF&FileName=Maintenance%20Record%20Review%20(FAA)-Redacted.PDF - Engine Examination Report (FAA) (item 7, .PDF, 23 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429206&FileExtension=.PDF&FileName=Engine%20Examination%20Report%20(FAA)-Master.PDF - Pilot Toxicology (item 8, .PDF, 136 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429207&FileExtension=.PDF&FileName=Pilot%20Toxicology-Master.PDF - Observer Toxicology (item 9, .PDF, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429208&FileExtension=.PDF&FileName=Observer%20Toxicology-Master.PDF - Statements of Party Representatives (item 10, .PDF, 261 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429215&FileExtension=.PDF&FileName=Statements%20of%20Party%20Representatives-Redacted.PDF - Release of Aircraft Wreckage (item 11, .PDF, 65 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429209&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage-Redacted.PDF - Photo 1 – Initial Impact Point (Treetop) Facing Opposite Direction of Travel (Courtesy of Saratoga County Sheriff's Office) (item 12, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429211&FileExtension=.PDF&FileName=Photo%201%20%E2%80%93%20Initial%20Impact%20Point%20(Treetop)%20Facing%20Opposite%20Direction%20of%20Travel%20(Courtesy%20of%20Saratoga%20County%20Sheriff%27s%20Office)-Master.PDF - Photo 2 – Airplane Facing Opposite Direction of Travel (Courtesy of Saratoga County Sheriff's Office) (item 13, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429212&FileExtension=.PDF&FileName=Photo%202%20%E2%80%93%20Airplane%20Facing%20Opposite%20Direction%20of%20Travel%20(Courtesy%20of%20Saratoga%20County%20Sheriff%27s%20Office)-Master.PDF - Photo 3 – Airplane Upright (Courtesy of Saratoga County Sheriff's Office) (item 14, .PDF, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429213&FileExtension=.PDF&FileName=Photo%203%20%E2%80%93%20Airplane%20Upright%20(Courtesy%20of%20Saratoga%20County%20Sheriff%27s%20Office)-Master.PDF - Photo 4 – Propeller and Spinner (Courtesy of Saratoga County Sheriff's Office) (item 15, .PDF, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40429214&FileExtension=.PDF&FileName=Photo%204%20%E2%80%93%20Propeller%20and%20Spinner%20(Courtesy%20of%20Saratoga%20County%20Sheriff%27s%20Office)-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.