What happened
Earlier on the day of the accident, the pilot had notified company employees of a discrepancy regarding the No. 2 position tow-release hook and was instructed to use only the Nos. 1 and 3 positions. After completing two successful banner flights using different positions, the pilot attempted to pick up a billboard using the No. 1 position. During this attempt, the pilot reported that the Cessna (type not specified in source, but implied aircraft) would not climb, leading him to release the banner.
The pilot then configured the aircraft with the No. 3 position hook and returned to pick up a billboard set up for an easterly direction. Approaching the location at 85 mph, the pilot experienced a severe loss of performance during the climb-out. The pilot reported having no thrust or power, and as the aircraft leveled off at approximately 200 feet with an airspeed of about 55 mph, he noticed low oil pressure while losing altitude. In an attempt to release the banner, the pilot pulled the No. 3 banner release handle, but the entire assembly became detached from the instrument panel. Feeling a sensation of being pulled by the tail with no thrust, the pilot braced for impact on the airport property. There were 0 fatalities and 0 injuries reported.
The investigation
Post-accident examination of the aircraft revealed that the tow rope remained secured to the No. 3 tow-release hook. A safety link, designed to break at 650 pounds, was installed between the hook and the rope; the operator noted this link would not break due to a "hot hook" or a dragging banner.
The investigation found that the No. 3 banner release handle and cable assembly had separated from the instrument panel and extended approximately 12 inches into the cockpit. While the cable itself was not fractured, the housing was improperly secured. It was held by a single plastic tie-wrap near the pilot's seat and 3 adel clamps, whereas the required configuration was 6 adel clamps.
Operational testing of the engine showed it produced approximately 2,400 rpm, near full static power, with a serviceable propeller. However, while oil pressure remained in the green arc above 1,700 rpm, it indicated low pressure when the engine was operating at 1,000 and 1,300 rpm.
Findings
- The pilot attempted a downwind pickup, which is strictly prohibited by the company's Training Manual & General Operating Procedures.
- The company manual states that downwind pickups must not be attempted and that if wind direction changes such that the banner is no longer into the wind, the pilot must land and realign the banner for an upwind pickup.
- The No. 3 banner release cable housing was improperly secured with insufficient clamps.