# NTSB ERA18FA180: Cessna 150J, N60111, Manteo, NC, June 27, 2018 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: June 27, 2018, 10:26 local (14:26 UTC) - Place: Manteo, NC - Coordinates: 35.918888, -75.695556 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.9189&lon=-75.6956&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Flight control sys malf/fail](https://openairdocs.org/ntsb-events/333) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report May 19, 2020 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Lycoming, Cessna/Texton Aviation, FAA/FSDO - NTSB case key (mKey): 97620 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA18FA180 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/97620/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=97620 - Page: https://openairdocs.org/ntsb/ERA18FA180 ## Probable cause A loss of control due to the banner tow rope becoming entangled with the left horizontal stabilizer in crosswind conditions. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna 150J, 13 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md?model=2071820), [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Fuselage: aerial tow equipment section](https://openairdocs.org/ntsb-findings/01035301): Aircraft › Aircraft structures · Incorrect use/operation (probable cause); cases with it: [Cessna 150J, 1 case](https://openairdocs.org/ntsb-findings/01035301/cases.md?model=2071820), [All aircraft, 7 cases](https://openairdocs.org/ntsb-findings/01035301/cases.md) - [Wind: crosswind](https://openairdocs.org/ntsb-findings/03034040): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Cessna 150J, 2 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md?model=2071820), [All aircraft, 1,008 cases](https://openairdocs.org/ntsb-findings/03034040/cases.md) - [Performance/control parameters: altitude](https://openairdocs.org/ntsb-findings/01062012): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation; cases with it: [Cessna 150J, 2 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md?model=2071820), [All aircraft, 1,310 cases](https://openairdocs.org/ntsb-findings/01062012/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Flight control sys malf/fail](https://openairdocs.org/ntsb-events/333) (defining event); cases with it: [Cessna 150J, 1 case](https://openairdocs.org/ntsb-events/333/sequence.md?model=2071820), [All aircraft, 410 cases](https://openairdocs.org/ntsb-events/333/sequence.md) - [Initial climb: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Cessna 150J, 7 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=2071820), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Uncontrolled descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 150J, 18 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2071820), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The commercial pilot was performing a banner-tow flight. A ground crewmember who witnessed the accident stated that the airplane was operating too low during the banner pickup. That witness and another indicated that, when the airplane picked up the banner-tow rope, it became entangled in the area of the left horizontal stabilizer and elevator. The pilot radioed that he was unable to release the banner rope and could not turn the airplane. The airplane yawed left and only climbed to about 250 ft before descending into the trees by the airport. A postaccident examination of the flight controls and the engine revealed no anomalies that would have precluded normal operation with the exception that the banner tow rope was wrapped around the leading edge of the left horizontal stabilizer. During the approach to pick up the banner, the wind was a direct left crosswind at 10 knots gusting to 14 knots. It is likely that the pilot flew an approach that was hampered by the crosswind. During pickup of the tow line, the banner tow-rope became entangled with the horizontal stabilizer and elevator, reducing the pilot's ability to control the airplane, and resulted in a loss of control in flight. ## Factual narrative On June 27, 2018, about 1026 eastern daylight time, a Cessna 150J, N60111, was destroyed when it was involved in an accident near Manteo, North Carolina. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 banner-tow flight. A ground crewmember who was working in the banner pick-up area watched the accident airplane approach and line up with the pickup poles. He noted that the airplane was "very low" and estimated that the tail of the airplane was about 5 ft off the ground. The witness stated that, as the airplane flew through the pickup area, the pickup loop got caught around the left elevator. He recalled that the pilot made a radio call to the ground crew stating, "I can't turn, it won't release." He watched the airplane continue north and stated that, when the airplane was "barely over" the tops of the trees, the airplane made a climbing left turn. He noted that the wind was blowing from right to left and that it seemed to be "pushing" the airplane to the left. He watched as the airplane disappeared behind the tree line. Another witness stated that she did not see the pickup of the banner but saw the airplane as it climbed out to midfield with the tow rope wrapped around the left horizontal stabilizer. She stated that the airplane was yawing to the left when it reached the end of the runway. The witness further stated that the airplane made a climbing left turn to an altitude of about 250 ft before it appeared to enter an aerodynamic stall and descend into the trees just to the left of the departure end of runway 23. The airplane wreckage was found in between trees adjacent to the airport perimeter. The East Carolina University Brody School of Medicine, Division of Forensic Pathology, Greenville, North Carolina, performed an autopsy of the pilot. The pilot's cause of death was multiple blunt force trauma. Toxicology testing performed at the Federal Aviation Administration Forensic Sciences Laboratory was negative for ethanol and drugs. The wind reported at MQI about the time of the accident was from 120° at 10 knots, gusting to 14 knots, which would have resulted in a nearly direct left crosswind when operating from runway 23. One of the witnesses that observed the accident also was the owner of another banner tow company that operated at MQI. She characterized that the crosswind to runway 23 that prevailed on the day of the accident was "unusual." She further described that when she had flown earlier that morning the air was very turbulent. On his medical certificate application, the pilot reported 150 hours of total flight experience and no hours in previous 6 months. The pilot's logbook was not recovered; therefore, his total flight experience at the time of the accident could not be determined. A review of the pilot's training records revealed he successfully completed a proficiency check for banner-tow operations on May 7, 2018. The main wreckage was located about 400 ftfrom the departure runway 35 centerline on a 242° magnetic heading. The wreckage path was 124 ft long and oriented on a 242° magnetic heading. The airplane came to rest inverted and facing the direction of travel. The airplane sustained extensive compression damage to the forward fuselage, crushing the cockpit. The cockpit instrument panel was damaged by impact, which prevented an examination of the instruments. The right wing had trailing edge tree damage at the flap and aileron as well as leading edge crush damage throughout the length of the wing. The left wing was still attached to the airplane with part of the outboard section separated. The right elevator separated from the horizontal stabilizer. The banner-tow rope was wrapped around the leading edge of the left horizontal stabilizer. All flight control surfaces were located at the accident site. Flight control continuity was established from the cockpit to each flight control surface. The engine was damaged by impact. The engine remained attached to the airframe at the tubular mount and was displaced aft and toward the left. The engine was partially disassembled to facilitate further examination. The engine was rotated by turning the crankshaft flange, and continuity of the crankshaft to the rear gears and the valve train was confirmed. Compression and suction were observed on all four engine cylinders. The interior of each cylinder was viewed using a lighted borescope, and no anomalies were noted. The propeller remained attached to the engine crankshaft flange. The propeller spinner was fragmented. Examination of the propeller revealed that both blades remained attached to the crankshaft flange. Both blades were damaged; they were bent aft and had chordwise scoring throughout the blade span. Examination of the flight controls and the engine revealed no anomalies that would have precluded normal operation. ## Aircraft - Registration: [N60111](https://openairdocs.org/deregistered/N60111-2020-03-31), registration cancelled 2020-03-31, S/N 15070076, built 1968 (OpenAirDocs) - Reported make and model: CESSNA 150J (J) - Registry model: [Cessna 150J](https://openairdocs.org/model/cessna-150j) (registry code 2071820) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 15070076 - Year built: 1968 - Airframe hours: 932.7 - Engines: LYCOMING O-360-A4A 180 horsepower reciprocating - Damage: Destroyed - Flight: Banner tow, Part 91 - Operator: Outerbanks Seaplanes LLC - Registered owner: Outerbanks Seaplanes LLC - Airworthiness certificate: Standard, Utility; Standard, Normal - Last inspection: Annual, June 19, 2017, 149 hours before - Departed: MQI, Manteo, NC - Destination: MQI, Manteo, NC - Airport: MQI, Dare County Rgnl, runway 23, 4,305 × 100 ft, asphalt - Equipment: None ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 35; injuries: fatal; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review May 7, 2018; seat: left; restraint: 4-point; toxicology performed; flight hours: 150 total, 150 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 10 knots, gusting 14 - Visibility: 10 statute miles - Temperature: 81 °F, dew point 72 °F - Altimeter: 30.06 inHg - Observed at: KMQI ## 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 20180627008679A](https://openairdocs.org/incident/20180627008679A), Jun 27, 2018: Cessna 150J, Manteo, NC, Destroyed, 1 fatal. N60111 was engaged in banner tow operations from runway 5 at the kmqi airport. Witnesses on the ground saw the pilot come in too low on his first banner pick… ## Other investigations on N60111 (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 FTW71DRA05](https://openairdocs.org/ntsb/FTW71DRA05), Jul 2, 1970: Cessna 150 (N60111), Orange, TX, substantial damage ## Docket (9 files) The files NTSB released with the investigation on April 22, 2020, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=97620. 6.6 MB in all. - Witness Statements (item 1, .PDF, 629 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482881&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Pilot Training Records (item 2, .PDF, 505 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482882&FileExtension=.PDF&FileName=Pilot%20Training%20Records-Master.PDF - Airframe and Engine Examaintion Summary (item 3, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482883&FileExtension=.PDF&FileName=Airframe%20and%20Engine%20Examaintion%20Summary-Master.PDF - Maintenance Records (item 4, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482884&FileExtension=.PDF&FileName=Maintenance%20Records-Master.PDF - Weather Observations (item 5, .PDF, 127 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482885&FileExtension=.PDF&FileName=Weather%20Observations-Master.PDF - Photo Array (item 6, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482886&FileExtension=.PDF&FileName=Photo%20Array-Master.PDF - Toxicological Report (item 7, .PDF, 311 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482887&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 8, .PDF, 562 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482888&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 9, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482889&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-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.