Event Overview
On August 4, 2018, at approximately 1200 eastern daylight time, a Bellanca 7GCAA aircraft (registration N87000) was substantially damaged when it impacted trees and terrain near Lakewood, New Jersey. The pilot, the sole occupant, sustained minor injuries. The aircraft was operated under Title 14 Code of Federal Regulations Part 91 as a banner-towing flight.
Flight Details
The pilot reported that the preflight inspection and ground operations, including a carburetor heat test, were uneventful. The flight departed from runway 24 at Lakewood Airport (N12) at about 1000 with full fuel tanks. After approximately two hours of flight, the pilot decided to return to the airport due to adverse weather conditions in the area.
During the final approach, at an altitude of about 500 ft above ground level (agl), the pilot reduced the throttle to idle as the airplane descended on the right side of runway 24, heading toward the banner drop-off area at the end of the runway. The pilot stated that he did not use carburetor heat during the approach. When the aircraft reached approximately tree height, the pilot pitched up and applied full throttle to prepare for dropping the banner. The engine continued to operate but produced very limited power with abnormal combustion sounds. The pilot verified that the mixture was full rich and the throttle was fully forward, then released the banner. The airplane was flying low and slow, so the pilot pitched down and chose to land straight ahead. The aircraft impacted small pine trees and terrain, coming to rest about 500 ft past the departure end of runway 24.
Postaccident Examination
A Federal Aviation Administration (FAA) inspector conducted an onsite examination of the wreckage. The aircraft came to rest in a nose‑low, near‑vertical position. The forward portion of the fuselage sustained substantial damage, and the left wing was separated but remained partially attached to the fuselage. Postaccident examination of the engine found no evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation. The engine’s crankshaft was manually rotated by turning the propeller, and continuity of the crankshaft and thumb compression was confirmed on each cylinder. Fuel was present in the fuel lines and was free of contaminants.
Weather Conditions
At 1155, about five minutes before the accident, weather recorded at Lakehurst Maxfield Airport (NEL), approximately 8 miles west of the accident site, included a temperature of 23°C and a dew point of 23°C, resulting in a calculated relative humidity of 100%. A review of the icing probability chart contained in FAA Special Airworthiness Information Bulletin CE‑09‑35 indicated that the weather conditions at the time of the accident were "conducive to serious icing at glide [idle] power."