History of Flight
On August 31, 2014, at 1455 eastern daylight time, a Piper PA-25-260, registration N254AB, was destroyed when it collided with water following a banner pick up at Albert Whitted Airport (SPG), St. Petersburg, Florida. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. The airplane was registered to Aerial Banners North INC. and operated by Advertising Air Force as a banner tow flight under Title 14 Code of Federal Regulations Part 91. The flight was originating at the time of the accident.
According to the SPG tower controller, the airplane was cleared for takeoff from runway 7. As the airplane departed, the pilot made a right turn to the intersecting runway 18. The airplane side-stepped the runway to the left and picked up the banner. As the airplane pitched up to climb out, the pilot made a distress call before losing control, entering a downward spiral, and colliding with the water.
A witness reported that the banner tow airplane picked up the banner, and as they attempted to read it, the airplane suddenly made a sharp bank to the left. The witness also noted that the airplane was at a high angle of attack before it "stalled" and entered a tight, nose-down spin towards the water.
Personnel Information
The pilot, age 70, held a commercial pilot certificate with ratings for airplane multi-engine land and sea; single-engine land, single-engine sea, and glider. His most recent FAA second-class medical certificate was issued on March 14, 2014. The pilot reported 2,500 total hours and 135 hours within the last six months of his medical exam. Company records indicated he logged 591.5 hours in the accident airplane as of August 9, 2013.
Aircraft Information
The single-seat, low-wing, fixed landing gear airplane, serial number 25-7556048, was manufactured in 1974. It was powered by a Lycoming O-540-260, 260-horsepower engine, equipped with a McCauley propeller. The most recent 100-hour inspection was completed on June 10, 2014. The airplane's maintenance logbooks were not available for review.
Meteorological Information
At 1453, weather at SPG (elevation 6 feet) included wind from 120 degrees at 5 knots, 10 statute miles visibility, clear sky, temperature 29°C, dew point 25°C, and an altimeter setting of 30.11 inches of mercury.
Wreckage and Impact Information
The wreckage was located in Tampa Bay, 75 yards off the end of runway 18. The airplane was intact and came to rest flat in about 20 feet of water. Examination revealed the floor board buckled, firewall broken away from the fuselage, and instrument panel damaged by salt water. The header tank remained attached with an undetermined mix of fuel and sea water. The empennage was buckled but attached. Flight control continuity was established from cockpit to surfaces. The left horizontal stabilizer and elevator showed markings consistent with contact from the banner rope at the attachment point, and the elevator trailing edge was bent downward with similar rope markings. The banner tow rope had grease markings from the same attachment point.
The right wing was buckled along its span; aileron and flap remained attached. The left wing was also buckled; aileron attached, flap broken at one point. The propeller remained attached; one blade was bent aft. Engine examination revealed impact damage but no preexisting anomalies. Compression and valve train continuity were noted.
Additional Information
FAA Information for Banner Tow Operations (FAA/FS-I-8700-1) notes that the grapple hook should be deployed to avoid snarling in control surfaces or landing gear, as entanglement may limit pilot control. The Aerial Banners North training manual instructs that when tossing the hook, the rope must be kept taut to prevent entanglement on the elevator, rudder horn, or stabilizer brace wires.
GPS data showed the airplane took off from runway 7, made a right turn to pick up the banner, then lost control.
Communications
At about 1453, the pilot contacted the SPG tower for takeoff clearance and was cleared from runway 7. About two minutes later, the pilot transmitted, "got to let it go, it's caught in my rudder." No further transmissions were made.
Medical and Pathological Information
An autopsy by the State of Florida District Seventeen Medical Examiner reported the cause of death as multiple blunt trauma. Toxicological testing identified atorvastatin and quinine in liver and blood.