Cessna 150K accident near N. Myrtle Beach, South Carolina, June 3, 1989
On June 3, 1989 at about 8:40 pm local time, a Cessna 150K, registered N6367G, was destroyed in an accident near N. Myrtle Beach, South Carolina (Grand Strand airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S CONFUSION AND DIVERTED ATTENTION REGARDING THE MULTIPLE BANNER RELEASE SYSTEM IN THE COCKPIT RESULTING IN AN INADVERTENT STALL/SPIN INTO THE TERRAIN FROM A LOW ALTITUDE. ALSO CAUSAL WAS THE PILOT ATTEMPTING THE ABRUPT MANEUVER AT THE LOW AIRSPEED AND ALTITUDE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 1989 · about 8:40 pm local time
- Place
- N. Myrtle Beach, South Carolina · Grand Strand
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150K · all 150Ks on the register
- Registration
- N6367G · no longer on the register · serial 15071867
- Damage
- Destroyed
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT HAD MADE A MULTIPLE TOW FLIGHT OF 4.1 HOURS WITH FIVE BANNER PICK UPS AND DROPS BEFORE STOPPING FOR FUEL. AFTER REFUELING, HE MADE ONE TOW OF 0.9 HOUR BEFORE RETURNING TO DROP THE BANNER. HE HAD BEEN CLEARED FOR RIGHT TRAFFIC TO DROP THE BANNER ALONGSIDE RUNWAY 23 AT GRAND STRAND. THE BANNER DID NOT DROP AND THE PILOT MADE A RIGHT TURN ACROSS THE INLAND WATERWAY. THE BANNER THEN DROPPED INTO THE WATER. THE AIRPLANE WAS OBSERVED TO MAKE A STEEP RIGHT BANK, THEN 'ENTER INTO A RIGHT SPIRAL INTO THE TREES'. AFTER ABOUT 4-5 MINUTES SMOKE WAS OBSERVED AT THE CRASH SITE. ONE BANNER PICK UP HOOK WAS FOUND IN THE WRECKAGE AND ALL FIVE BANNER TOW HOOKS WERE FOUND IN THE OPEN POSITION. THE COCKPIT BANNER RELEASE CONTROLS CONSISTED OF FIVE RINGS ATTACHED TO THE RELEASE CABLES AND WAS MOUNTED ON THE FLOOR IN FRONT OF THE RIGHT SEAT.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 634 hours in all; 200 in this make and model; 479 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 8,909 hours
- Last inspection: 100-hour inspection, May 26, 1989; 45 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-D2G (piston); 0 hours total
- Fire on the ground
- Operator: Aerial Sign CO. Of Sc, INC.
The flight
- Departed from: CRE at 5:40 pm
- Destination: CRE
- Flight plan: none
- Runway 23, 5,996 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 190° at 12 knots
- Visibility: 5 statute miles
- Sky: scat at 5,000 ft
- Temperature: 84°F (29°C), dew point 73°F (23°C)
- Altimeter: 29.00 inHg
- Observation at 8:40 pm from CRE, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.