History of Flight
On August 2, 2014, at 1742 eastern daylight time, a Cessna 182F, registration 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 consistent with each other. According to the owner/operator of the banner tow company, the airplane departed to the east, circled, and returned for the banner pickup. He was on a hand held radio, prepared to provide flight path adjustments, 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 did not climb as it normally would. He did not remember hearing the customary full-power engine acceleration typical after a banner capture.
The airplane climbed at a much shallower angle than anticipated and drifted left of the runway heading. It collided with a treetop, rolled inverted, and struck the ground in a nose-down attitude.
The property owner where the airplane came to rest was in her yard facing the runway. She described the engine sound as "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. The engine sound was smooth and continuous until the airplane contacted the ground.
Pilot Information
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 in the 90 days prior to the accident, with 2.7 in the accident airplane make and model. In the 30 days prior, he had accrued 1.8 hours, none in the accident airplane make and model.
Aircraft Information
The airplane was manufactured in 1963 and 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 between the inspection and the accident flight.
Meteorological Information
At 1753, 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. Temperature was 27°C, dew point 16°C, and altimeter setting 30.08 inches of mercury.
Wreckage and Impact Information
The wreckage was examined on August 3 and 4, 2014. All major components were accounted for. The initial impact point was in a treetop 50 feet above ground, 135 feet left of the runway centerline. The wreckage path was oriented about 240 degrees magnetic and 155 feet long. The airplane came to rest inverted, facing the direction of travel. The engine compartment, instrument panel, cockpit, cabin, 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 cabin floor structure prior to examination.
The airplane was turned upright and towed onto airport property. As it 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; one blade was loose in the hub with an aft bend about mid-span.
Control continuity from flight controls to all surfaces was confirmed. Rudder and elevator control cables were cut by first responders, but continuity was confirmed from cuts to their respective surfaces.
Throttle and mixture controls were full forward; propeller control was three-fourths forward; carburetor heat control was "on." Lap belt restraints were still buckled but cut by responders. The airplane was not equipped with shoulder harnesses.
The banner tow hook was damaged during recovery but still locked and released as designed during an operational check.
Fuel system continuity was confirmed from wing tanks through fuel selector to engine. Left fuel bladder was torn; right appeared intact. Continuity was confirmed through cuts made by first responders.
Additional Information
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, airspeed slow, and angle of attack high, the effect of torque is greater. During takeoffs and climbs, when torque effect is most pronounced, the pilot must apply sufficient right rudder pressure to counteract left-turning tendency and maintain a straight takeoff path."
Medical and Pathological Information
An autopsy performed by Albany Medical Center listed the cause of death as blunt force injuries. Toxicological testing by the FAA Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, ethanol, and all tested-for drugs and their metabolites.
Tests and Research
The engine was examined at the manufacturer's facility in Mobile, Alabama, under FAA supervision. Visual inspection revealed a broken crankshaft propeller flange; exhaust system, oil sump, oil filter, and engine mount legs were impact damaged. Spark plugs displayed normal wear. After removing the oil sump, the crankshaft was free to rotate. Engine disassembly revealed no pre-impact mechanical anomalies that would have precluded normal operation.