History of Flight
On September 2, 2010, about 0921 central daylight time, a Cessna 150L, N10128, operated by Drake Aerial Enterprises, LLC, and piloted by a commercial pilot, sustained substantial damage when it collided with terrain near Boone, Iowa. The airplane was conducting banner tow operations under 14 Code of Federal Regulations Part 91. The pilot sustained fatal injuries. The local banner tow flight departed Boone Municipal Airport (BNW) about 0907. Visual meteorological conditions prevailed, and no flight plan was on file.
A witness at the fixed base operator (FBO) saw the airplane depart from runway 15 and reported that it never gained much altitude and its banner appeared close to dragging on the ground. The witness observed the airplane turn east and then back north without significant altitude change. The witness and two others later located the wreckage by air. The banner was north of the aircraft, and the witness noted that the aircraft appeared to have gone almost straight down due to minimal corn disturbance.
Another witness at the FBO heard the takeoff and approach to the banner, stating the engine sounded normal. A witness near the accident site reported the banner was dipping in the wind and suddenly got caught in the corn, and within two to three seconds the airplane nosedived straight down. Another witness near the site stated the airplane seemed to be struggling to gain altitude heading north, then turned east while still appearing to struggle. The airplane turned back west without gaining altitude. After turning around, the banner appeared to fall off as if cut loose, then the plane turned south, banked hard left, and nosedived.
Deputies from the Boone County Sheriff’s Office found the wreckage in a cornfield north of 200th Street between S and R Avenues.
Personnel Information
The 24-year-old pilot held a Federal Aviation Administration (FAA) commercial pilot certificate with airplane single-engine land, multiengine land, and instrument ratings. His logbook, with most recent entry dated August 23, 2010, showed a total flight time of 559.6 hours and a banner towing endorsement dated November 8, 2007. A current flight review was not located in the logbook copies. The operator estimated the pilot had over 40 hours of flight experience in the same make and model as the accident airplane. The pilot’s most recent FAA second-class medical certificate was issued on June 13, 2010, with no limitations.
According to the operator, training provided to the pilot included familiarization with the Cessna 150, tow hitches and release handles, flap settings for towing, engine and fuel management, pick up and drop procedures and speeds, aborted pick up and drop procedures, pick ups that bring up FOD, tangled and twisted banners, landing with a banner that will not come off, and setup and tear down of banner and launch equipment.
Aircraft Information
N10128 was a 1973 Cessna 150L, serial number 15074800, an all-metal, high-wing, semimonocoque design with externally braced wings, wing flaps, and fixed tricycle landing gear, configured for two occupants. The airplane was powered by a Lycoming O-360-A4A engine installed under supplemental type certificate (STC) SA4795SW, with a short take off and land (STOL) kit under STC SA909CE, long-range fuel tanks under STC SA5733SW, a tow hook assembly under STC SA1-349, vortex generators under STC SA01065SE, and an EDM 700 engine monitoring system under STC SA00432SE. The most recent annual inspection was on April 1, 2010, showing 6,796.9 total hours; the operator reported 7,107 hours at the accident.
Meteorological Information
At 0915, recorded weather at Boone Municipal Airport: wind 310 degrees at 11 knots gusting to 20 knots, visibility 10 statute miles, sky clear, temperature 22°C, dew point 17°C, altimeter 29.81 inches of mercury.
Wreckage and Impact Information
FAA inspectors and a Cessna air safety investigator examined the wreckage on scene. The leading edge of the wings rested on the ground; the engine was below ground with one propeller blade visible above. Flight control continuity was established. The flap actuator was extended to about 15-20 degrees. Propeller blades showed chordwise abrasion and leading edge nicks.
The banner measured about 39 feet by 105 feet. Its bridle lines were twisted and knotted; the top bridle line was detached from the banner, the third bridle line up from the bottom was torn away, fraying was found on the bottom, the lead pole sleeve near the bottom was torn, and the green parachute cord on the bottom lead pole sleeve was torn.
Medical and Pathological Information
An autopsy on the pilot, performed on September 3, 2010, reported multiple blunt force injuries as the cause of death. The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Accident Report, which was negative for the tests performed.
Tests and Research
The JPI engine monitor and a recovered Garmin GPS were sent to the NTSB Vehicle Recorder Laboratory. The engine monitor sustained impact damage and yielded no usable data. The GPS also sustained damage but provided relevant data. Recovered GPS data showed the airplane departed BNW on runway 15 and made a left traffic pattern, descended for a low approach to pick up a banner, then climbed and turned northeast. The highest recorded GPS altitude was 1,498 feet during a turn south; the last recorded altitude was 1,311 feet, after which it descended.