sakharamg/AviationCorpus · Datasets at Hugging Face

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Those copies showed that the pilot reported a total flight time of 559.6 hours.
It further showed a banner towing endorsement, dated November 8, 2007.
A current flight review was not located in the copies of the pilot’s logbook.
The operator estimated that the pilot had over 40 hours of total 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, the operator provided the following training to the banner tower pilot: 1.
Familiarization of the aircraft to be used in this case it would be just Cessna 150s, as he did not have a tailwheel endorsement.
2.
Tow hitches and their release handles3.
Flap settings for towing4.
Engine and fuel management5.
Pick up and drop procedures and speeds6.
Aborted pick up procedures7.
Aborted drop procedures8.
Pick ups that bring up FOD9.
Tangled and twisted banners10.
Landing with banner that will not come off11.
Set up and tear [down] of banner and launch equipment AIRCRAFT INFORMATION N10128 was a 1973 Cessna 150L, which was an all-metal, high-wing, semimonocoque design airplane with serial number 15074800.
The airplane was equipped with externally braced wings, wing flaps, and a fixed tricycle landing gear.
The airplane was configured to seat two occupants.
FAA airworthiness documents revealed that the airplane was powered by a Lycoming O-360-A4A, serial number L17153-36A, installed under supplemental type certificate (STC) SA4795SW, and had a short take off and land (STOL) kit installed under STC SA909CE.
Both of those installations were documented on a major repair and alteration form, dated December 17, 1991.
Long-range fuel tanks were installed under STC SA5733SW on November 25, 2003.
A tow hook assembly was installed under STC SA1-349 on October 7, 2005.
Vortex generators were installed under STC SA01065SE on January 29, 2009.
The airplane had an EDM 700 cockpit displayed engine monitoring system, manufactured by J.P.
Instruments (JPI), that recorded engine data.
The monitoring system was installed under STC SA00432SE.
The airplane was maintained under an annual inspection program and airplane logbook entries showed that the airplane’s most recent annual inspection was conducted on April 1, 2010.
The entry showed that the airplane accumulated 6,796.9 hours of total time at the time of that inspection.
The operator’s accident report stated that the airplane had accumulated a total time of 7,107 hours.
METEOROLOGICAL INFORMATION At 0915, the recorded weather at BNW was: Wind 310 degrees at 11 knots gusting to 20 knots, visibility 10 statute miles, sky condition clear, temperature 22 degrees C, dew point 17 degrees C, altimeter 29.81 inches of mercury.
WRECKAGE AND IMPACT INFORMATION FAA inspectors and an air safety investigator from Cessna examined the wreckage on-scene.
Pictures of the wreckage showed that the leading edge of the airplane’s wings came to rest on the ground.
The engine came to rest below the ground and one propeller blade was visible above ground.
Flight control continuity was established.
The flap actuator was extended to about the 15 - 20 degree flap setting.
The propeller blades exhibited chordwise abrasion and leading edge nicks.
The banner measured about 39 feet by 105 feet when it was laid out and examined.
The banner’s 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 from the banner.
Fraying was found on the bottom of the banner.
The lead pole sleeve, near the bottom of the banner, was torn.
The green parachute cord on the bottom lead pole sleeve was torn.
MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot at the Iowa Office of the State Medical Examiner on September 3, 2010.
The autopsy reported multiple blunt force injuries as the cause of death.
The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Accident Report.
The report was negative for the tests performed.
TESTS AND RESEARCH The JPI engine monitor and a recovered Garmin Global Positioning System (GPS) were shipped by a FAA inspector to the National Transportation Safety Board Vehicle Recorder Laboratory for downloading by NTSB National Resource Specialists.
The JPI engine monitor sustained impact damage and no usable information about the accident flight was available from the monitor’s data.
The GPS unit also sustained impact damage.
However, there was accident relevant data that was able to be downloaded from the GPS unit.
A National Resource Specialist prepared a report on the flight’s data.
From that report, the recovered GPS data showed that the airplane departed from BNW on runway 15 and made about a three-quarter mile left traffic pattern with its crosswind leg turn to downwind leg west of S Avenue.
The data indicated that the airplane descended consistent with a low approach parallel to and east of runway 15 to pick up a banner.
The data then showed that the airplane made about a one-quarter mile left traffic departure with its crosswind leg turn to the downwind leg east of R Avenue.
According to the data, the airplane climbed and turned to the northeast and flew near the intersection of R Avenue and 200th Street.
The plot of the data depicted a left turn towards the south near the intersection of S Avenue and 195th Street.
The airplane, subsequent to the low approach, reached its highest recorded GPS altitude of 1,498 feet during the turn to the south.
The airplane subsequently descended.
The last recorded GPS altitude data point was 1,311 feet.
ADDITIONAL INFORMATION According to preliminary information supplied to the NTSB, the same operator subsequently had a banner towing accident on September 12, 2011.
That NTSB report, number CEN11LA182, in part, stated: A Cessna 150L, N6622G, piloted by a commercial pilot, sustained substantial damaged when it collided with snow and terrain during a forced landing following an in-flight loss of engine power near Trenton, Michigan.
The airplane was conducting banner tow operations under the provisions of 14 Code of Federal Regulations Part 91.
The pilot reported no injuries.
Visual meteorological conditions prevailed and no flight plan was on file.
The banner towing flight departed from the Oakland/Troy Airport, near Troy, Michigan, and was destined for the Grosse Ile Municipal Airport, near Detroit, Michigan.
The multiengine airplane was at an altitude of 6,000 feet when it experienced a catastrophic right engine failure, approximately 15 minutes after takeoff.
The pilot elected to return to his departure airport, which was 30 miles away, instead of diverting to a suitable airport that was located about 10 miles away.
The pilot reported that he was not able to maintain altitude and the airplane descended until it struck trees and impacted the ground, approximately 3 miles from the departure airport.
The majority of the wreckage was consumed by fire.
A 5 1/2 by 6-inch hole was observed in the top right portion of the crankcase.
Examination of the right engine revealed that the No.
2 cylinder separated from the crankcase in flight.
Two No.
2 cylinder studs were found to have fatigue fractures consistent with insufficient preload on their respective bolts.
In addition, a fatigue fracture was observed on a portion of the right side of the crankcase, mostly perpendicular to the threaded bore of the cylinder stud.
The rear top 3/8-inch and the front top 1/2-inch cylinder hold-down studs for the No.
2 cylinder exceeded the manufacturer's specified length from the case deck by .085 and .111 inches, respectively.
The airplane had been operated for about 50 hours since its most recent annual inspection, which was performed about 8 months prior the accident.
The right engine had been operated for about 1,425 hours since it was overhauled, and about 455 hours since the No.
2 cylinder was removed for the replacement of six cylinder studs.
It was not clear why the pilot was unable to maintain altitude after the right engine failure; however, the airplane was easily capable of reaching an alternate airport had the pilot elected not to return to his departure airport.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:The pilot's failure to divert to the nearest suitable airport following a total loss of power in the right engine during cruise flight.
Contributing to the accident was the total loss of power in the right engine due to separation of its No.
2 cylinder as a result of fatigue cracks.
HISTORY OF FLIGHT On January 18, 2010, about 1345 central standard time, a Beechcraft B-60, N810JA, operated by the private pilot, was destroyed after it experienced a right engine failure and impacted terrain in Madison, Alabama.
The certificated private pilot and a passenger were fatally injured.
Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed Huntsville International Airport (HSV), Huntsville, Alabama, destined for Nashville International Airport (BNA), Nashville, Tennessee.
The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.
The airplane was owned by the pilot and based in Decatur, Illinois.
According to information obtained from the Federal Aviation Administration (FAA), the flight originated at Boca Raton, Florida, and arrived at HSV about 1230.
The airplane was "topped-off" with 185 gallons of 100-low-lead aviation gasoline, and departed at about 1315.
The airplane was subsequently cleared to climb to 6,000 feet and proceed direct to BNA.
At 1327, the pilot reported that the airplane was level at 6,000 feet; however, about 3 minutes later, the pilot reported that the airplane had experienced a right engine failure.
He further stated "...we've got control but ah we we're gonna need to land" and at one point the pilot stated that the right engine was "feathered." The controller informed the pilot that the airplane was about 10 miles west of the Fayetteville Municipal Airport (FYM), Somerville, Tennessee; however, the pilot replied "alright how about ah taking us back to Huntsville that's a big runway." (FYM was equipped with a 5,000-foot-long, asphalt runway) The airplane was then cleared direct to HSV, which was located about 30 miles to the south.
Radar data revealed the airplane made a right turn to reverse course, while gradually descending.
At 1333, the airplane was at an altitude of 4,800 feet, about 7 miles west of FYM.
At 1337, the pilot reported that he was "trying" to maintain an altitude of 3,000 feet; however, the airplane continued to descend.

Those copies showed that the pilot reported a total flight time of 559.6 hours.

It further showed a banner towing endorsement, dated November 8, 2007.

A current flight review was not located in the copies of the pilot’s logbook.

The operator estimated that the pilot had over 40 hours of total 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, the operator provided the following training to the banner tower pilot: 1.

Familiarization of the aircraft to be used in this case it would be just Cessna 150s, as he did not have a tailwheel endorsement.

2.

Tow hitches and their release handles3.

Flap settings for towing4.

Engine and fuel management5.

Pick up and drop procedures and speeds6.

Aborted pick up procedures7.

Aborted drop procedures8.

Pick ups that bring up FOD9.

Tangled and twisted banners10.

Landing with banner that will not come off11.

Set up and tear [down] of banner and launch equipment AIRCRAFT INFORMATION N10128 was a 1973 Cessna 150L, which was an all-metal, high-wing, semimonocoque design airplane with serial number 15074800.

The airplane was equipped with externally braced wings, wing flaps, and a fixed tricycle landing gear.

The airplane was configured to seat two occupants.

FAA airworthiness documents revealed that the airplane was powered by a Lycoming O-360-A4A, serial number L17153-36A, installed under supplemental type certificate (STC) SA4795SW, and had a short take off and land (STOL) kit installed under STC SA909CE.

Both of those installations were documented on a major repair and alteration form, dated December 17, 1991.

Long-range fuel tanks were installed under STC SA5733SW on November 25, 2003.

A tow hook assembly was installed under STC SA1-349 on October 7, 2005.

Vortex generators were installed under STC SA01065SE on January 29, 2009.

The airplane had an EDM 700 cockpit displayed engine monitoring system, manufactured by J.P.

Instruments (JPI), that recorded engine data.

The monitoring system was installed under STC SA00432SE.

The airplane was maintained under an annual inspection program and airplane logbook entries showed that the airplane’s most recent annual inspection was conducted on April 1, 2010.

The entry showed that the airplane accumulated 6,796.9 hours of total time at the time of that inspection.

The operator’s accident report stated that the airplane had accumulated a total time of 7,107 hours.

METEOROLOGICAL INFORMATION At 0915, the recorded weather at BNW was: Wind 310 degrees at 11 knots gusting to 20 knots, visibility 10 statute miles, sky condition clear, temperature 22 degrees C, dew point 17 degrees C, altimeter 29.81 inches of mercury.

WRECKAGE AND IMPACT INFORMATION FAA inspectors and an air safety investigator from Cessna examined the wreckage on-scene.

Pictures of the wreckage showed that the leading edge of the airplane’s wings came to rest on the ground.

The engine came to rest below the ground and one propeller blade was visible above ground.

Flight control continuity was established.

The flap actuator was extended to about the 15 - 20 degree flap setting.

The propeller blades exhibited chordwise abrasion and leading edge nicks.

The banner measured about 39 feet by 105 feet when it was laid out and examined.

The banner’s 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 from the banner.

Fraying was found on the bottom of the banner.

The lead pole sleeve, near the bottom of the banner, was torn.

The green parachute cord on the bottom lead pole sleeve was torn.

MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot at the Iowa Office of the State Medical Examiner on September 3, 2010.

The autopsy reported multiple blunt force injuries as the cause of death.

The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Accident Report.

The report was negative for the tests performed.

TESTS AND RESEARCH The JPI engine monitor and a recovered Garmin Global Positioning System (GPS) were shipped by a FAA inspector to the National Transportation Safety Board Vehicle Recorder Laboratory for downloading by NTSB National Resource Specialists.

The JPI engine monitor sustained impact damage and no usable information about the accident flight was available from the monitor’s data.

The GPS unit also sustained impact damage.

However, there was accident relevant data that was able to be downloaded from the GPS unit.

A National Resource Specialist prepared a report on the flight’s data.

From that report, the recovered GPS data showed that the airplane departed from BNW on runway 15 and made about a three-quarter mile left traffic pattern with its crosswind leg turn to downwind leg west of S Avenue.

The data indicated that the airplane descended consistent with a low approach parallel to and east of runway 15 to pick up a banner.

The data then showed that the airplane made about a one-quarter mile left traffic departure with its crosswind leg turn to the downwind leg east of R Avenue.

According to the data, the airplane climbed and turned to the northeast and flew near the intersection of R Avenue and 200th Street.

The plot of the data depicted a left turn towards the south near the intersection of S Avenue and 195th Street.

The airplane, subsequent to the low approach, reached its highest recorded GPS altitude of 1,498 feet during the turn to the south.

The airplane subsequently descended.

The last recorded GPS altitude data point was 1,311 feet.

ADDITIONAL INFORMATION According to preliminary information supplied to the NTSB, the same operator subsequently had a banner towing accident on September 12, 2011.

That NTSB report, number CEN11LA182, in part, stated: A Cessna 150L, N6622G, piloted by a commercial pilot, sustained substantial damaged when it collided with snow and terrain during a forced landing following an in-flight loss of engine power near Trenton, Michigan.

The airplane was conducting banner tow operations under the provisions of 14 Code of Federal Regulations Part 91.

The pilot reported no injuries.

Visual meteorological conditions prevailed and no flight plan was on file.

The banner towing flight departed from the Oakland/Troy Airport, near Troy, Michigan, and was destined for the Grosse Ile Municipal Airport, near Detroit, Michigan.

The multiengine airplane was at an altitude of 6,000 feet when it experienced a catastrophic right engine failure, approximately 15 minutes after takeoff.

The pilot elected to return to his departure airport, which was 30 miles away, instead of diverting to a suitable airport that was located about 10 miles away.

The pilot reported that he was not able to maintain altitude and the airplane descended until it struck trees and impacted the ground, approximately 3 miles from the departure airport.

The majority of the wreckage was consumed by fire.

A 5 1/2 by 6-inch hole was observed in the top right portion of the crankcase.

Examination of the right engine revealed that the No.

2 cylinder separated from the crankcase in flight.

Two No.

2 cylinder studs were found to have fatigue fractures consistent with insufficient preload on their respective bolts.

In addition, a fatigue fracture was observed on a portion of the right side of the crankcase, mostly perpendicular to the threaded bore of the cylinder stud.

The rear top 3/8-inch and the front top 1/2-inch cylinder hold-down studs for the No.

2 cylinder exceeded the manufacturer's specified length from the case deck by .085 and .111 inches, respectively.

The airplane had been operated for about 50 hours since its most recent annual inspection, which was performed about 8 months prior the accident.

The right engine had been operated for about 1,425 hours since it was overhauled, and about 455 hours since the No.

2 cylinder was removed for the replacement of six cylinder studs.

It was not clear why the pilot was unable to maintain altitude after the right engine failure; however, the airplane was easily capable of reaching an alternate airport had the pilot elected not to return to his departure airport.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:The pilot's failure to divert to the nearest suitable airport following a total loss of power in the right engine during cruise flight.

Contributing to the accident was the total loss of power in the right engine due to separation of its No.

2 cylinder as a result of fatigue cracks.

HISTORY OF FLIGHT On January 18, 2010, about 1345 central standard time, a Beechcraft B-60, N810JA, operated by the private pilot, was destroyed after it experienced a right engine failure and impacted terrain in Madison, Alabama.

The certificated private pilot and a passenger were fatally injured.

Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that departed Huntsville International Airport (HSV), Huntsville, Alabama, destined for Nashville International Airport (BNA), Nashville, Tennessee.

The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

The airplane was owned by the pilot and based in Decatur, Illinois.

According to information obtained from the Federal Aviation Administration (FAA), the flight originated at Boca Raton, Florida, and arrived at HSV about 1230.

The airplane was "topped-off" with 185 gallons of 100-low-lead aviation gasoline, and departed at about 1315.

The airplane was subsequently cleared to climb to 6,000 feet and proceed direct to BNA.

At 1327, the pilot reported that the airplane was level at 6,000 feet; however, about 3 minutes later, the pilot reported that the airplane had experienced a right engine failure.

He further stated "...we've got control but ah we we're gonna need to land" and at one point the pilot stated that the right engine was "feathered." The controller informed the pilot that the airplane was about 10 miles west of the Fayetteville Municipal Airport (FYM), Somerville, Tennessee; however, the pilot replied "alright how about ah taking us back to Huntsville that's a big runway." (FYM was equipped with a 5,000-foot-long, asphalt runway) The airplane was then cleared direct to HSV, which was located about 30 miles to the south.

Radar data revealed the airplane made a right turn to reverse course, while gradually descending.

At 1333, the airplane was at an altitude of 4,800 feet, about 7 miles west of FYM.

At 1337, the pilot reported that he was "trying" to maintain an altitude of 3,000 feet; however, the airplane continued to descend.