History of Flight
On August 4, 2018, at about 1000 central daylight time, an American Champion 8GCBC, N424A, was destroyed when it struck terrain at a private grass airport near Foley, Alabama. The commercial pilot and a pilot-rated passenger sustained fatal injuries. The flight was conducted as an aerial advertising banner tow under 14 CFR Part 91 in visual meteorological conditions. No flight plan was filed for the local flight, which departed the private airport around 0950.
The banner-tow operation was originally planned using a Cessna R-172E, which had side-by-side seating. The pilot flew that airplane earlier that day for a banner tow beginning at 0820, but after a fuel pressure irregularity, subsequent operations were switched to the American Champion 8GCBC, which has tandem seating (front seat for pilot, aft seat for passenger).
A ground crewmember observed the pilot add 30 gallons of fuel, making the total fuel load approximately 45 gallons. The pilot completed an uneventful preflight inspection, boarded with the passenger, and performed an engine runup, radioing that everything was "green or perfect." Shortly after takeoff, the grapple hook was deployed, and a ground crewmember confirmed a "good hook," indicating the tow line was positioned normally to pick up the banner.
The advertising banner measured 20 by 65 ft, with a 30-ft trailing segmented letter banner, totaling 95 ft in length. It was attached to a 300-ft rope connected to a 16-ft tow rope from the airplane. The witness reported a normal approach and a strong engine sound during banner pickup. After capturing the banner, the pilot initiated a steep climb. The trailing edge of the banner had just become airborne when the airplane reached about 300 ft above ground level. The witness then saw the right wing "stall out" before the pilot released the banner. The rudder deflected left as the airplane entered a right spin, which developed into a flat spin. The airplane rotated clockwise five times before impacting terrain. A postcrash fire ensued.
Personnel Information
According to FAA airmen records, the pilot held a commercial pilot certificate with a single-engine land rating. His most recent FAA second-class medical certificate was issued May 15, 2018, at which time he reported 2,617 hours of total flight experience. His last flight review was on April 6, 2017.
The passenger held a private pilot certificate with a single-engine land rating. His most recent FAA third-class medical certificate was issued October 23, 2014, with 240 hours of total flight experience. The witness stated the passenger was "riding along" to observe banner-tow operations and was interested in obtaining a commercial certificate.
At the time of their medical exams, the pilot weighed 178 pounds and the passenger weighed 230 pounds.
Aircraft Information
FAA records show the airplane received a standard airworthiness certificate in the normal category on August 27, 2012. It was a tandem two-place, externally braced high-wing monoplane with fixed tricycle landing gear, powered by a Lycoming O-360 180-horsepower engine driving a two-blade constant-speed MT Propeller. The most recent inspection was on July 27, 2018, at which time the airframe had 3,785 total hours and the engine had 1,738 hours since overhaul.
Postaccident weight and balance calculations using the aircraft flight manual showed a takeoff weight of 2,064 pounds, 86 pounds below the maximum gross weight of 2,150 pounds, and within the envelope. The weight and performance effect of the banner was not computed.
Meteorological Information
At 0955, weather reported at Jack Edwards National Airport (about 6 nautical miles south) included calm wind, visibility 10 statute miles, scattered clouds at 2,400 ft, temperature 29°C, dew point 24°C, and an altimeter setting of 30.15 inches of mercury.
Wreckage and Impact Information
The airplane impacted a field approximately 200 ft west of the departure runway, oriented on a magnetic heading of 243°. It struck the ground in a flat, upright attitude and was consumed by a postcrash fire. The wreckage area was compact, with all major components located at the scene. The propeller was shattered about 6 inches from the hub, with pieces found 50 ft away in two opposing directions. The tailwheel was undamaged and pointed left, with a slight ground indentation indicating it rolled right to left.
Significant impact and thermal damage was evident. A strong fuel odor was present, and a large area of grass around the wreckage was burned. The right and left wings remained attached via control cables; the center spar and struts were deformed and melted near the fuselage attach points. Landing gear was flattened on both sides. The cockpit and all instruments were destroyed.
Control continuity was confirmed: rudder cables from rudder to pedals; elevator cables from control stick to elevator; right aileron to control stick. Left aileron cables exhibited breaks consistent with cuts made by rescue personnel. The left and right wing fuel tanks were ruptured and thermally damaged. The flap actuator was damaged, and flaps were consumed by fire; the flap setting could not be determined.
The engine remained largely intact with thermal damage on its aft section. Spark plugs had minimal wear and no evidence of fouling. Engine thumb compression and suction were confirmed on all cylinders. Internal components were well lubricated; no mechanical anomalies were found. The carburetor and gascolator were impact-damaged. No preimpact mechanical failures were identified.
The advertising banner was found on the runway near the pickup area, about 700 ft from the wreckage. The airplane's tow rope clasp was in the open (disengaged) position.
Medical and Pathological Information
An autopsy performed by the Alabama Department of Forensic Sciences determined the pilot's cause of death as blunt force injuries. Toxicological testing at the FAA Forensic Sciences Laboratory was negative for carbon monoxide, ethanol, and all tested drugs.