Cessna A150K accident near Jacksonville, Florida, December 17, 1997
On December 17, 1997 at about 5:15 pm local time, a Cessna A150K, registered N1218M, was substantially damaged in an accident near Jacksonville, Florida (Craig Municipal airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's failure to maintain adequate flying speed following a banner pick up, which resulted in a stall and an uncontrolled collision with the ground. A related factor was: the pilot allowed the maximum certificated gross weight of the airplane to be exceeded.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 17, 1997 · about 5:15 pm local time
- Place
- Jacksonville, Florida · Craig Municipal · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna A150K · all A150Ks on the register
- Registration
- N1218M · registry record · serial A15000018
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot (PIC) began a routine banner tow mission with a 2nd pilot aboard. The airplane was observed to approach for the banner pick-up. A witness indicated the approach and pick-up appeared normal. After the banner hook-up, the pilot initiated a climb attitude. Seconds into the climb, the airplane was observed in a steep nose up attitude. Subsequently, the airplane collided with the ground several hundred feet northeast of the banner pickup point in a nose down attitude. The eyewitness also stated that the engine continued to run throughout the maneuver. The airframe damage was typical of a stall impact. The 2nd pilot was a contract sales person for the banner tow operation, but was not cleared as a banner tow pilot. The aircraft's maximum certificated gross weight was 1600 pounds. The actual gross weight at takeoff was calculated to be 1647 pounds. The banner weighed 35 pounds. Examination of the airframe and engine assembly failed to disclose a mechanical malfunction or a component failure.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 700 hours in all; 210 in this make and model
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,333 hours
- Last inspection: 100-hour inspection, December 15, 1997; 7 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming O-320-E20 (piston); 0 hours total
The flight
- Departed from: CRG at 5:13 pm
- Flight plan: none
- Runway 5, 4,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 5:28 pm from CRG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.