Cessna 150L accident near Boone, Iowa, September 2, 2010
On September 2, 2010 at about 2:21 pm local time, a Cessna 150L, registered N10128, was substantially damaged in an accident during maneuvering (low-alt flying) near Boone, Iowa. It was a banner-towing 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 failure to maintain airplane control while performing low-level banner towing operations with a gusting wind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 2, 2010 · about 2:21 pm local time
- Place
- Boone, Iowa · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150L · all 150Ls on the register
- Registration
- N10128 · no longer on the register · serial 15074800
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot conducted a downwind takeoff on the local banner-tow flight. The airplane subsequently picked up the banner on a downwind low approach. A witness reported that the engine sounded normal. An eyewitness reported the airplane was not gaining much altitude and that the banner was very close to being dragged in crops on departure. A witness near the accident site said that the banner got caught in the corn while the airplane was maneuvering. Another witness saw the banner separate from the airplane before the airplane banked and went into a dive. The pilot was trained in and endorsed for banner towing operations and emergencies. However, his logbook did not contain an endorsement for a flight review. The local wind was 11 knots gusting to 20 knots. A wreckage examination revealed no preimpact anomalies. The propeller blades exhibited chordwise abrasion and leading edge nicks consistent with an engine producing power at the time of impact. A global positioning system unit showed that, after the airplane picked up the banner, it made a tight downwind turn to the left and headed northeast during its climbout. The data showed the airplane then turned to the south and subsequently descended.
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
What happened, in order
- Aerodynamic stall/spin during maneuvering (low-alt flying) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › Gusts › Contributed to outcome
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 560 hours in all; 40 in this make and model
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 7,107 hours
- Last inspection: annual inspection, April 1, 2010; 311 hours since
- Maximum gross weight: 1,760 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A4A (piston); 0 hours total
- Operator: Drake Aerial Enterprises LLC DBA
The flight
- Departed from: BNW Boone IA at 2:07 pm
- Destination: BNW Boone IA
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 310° at 11 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 63°F (17°C)
- Altimeter: 29.80 inHg
- Observation at 2:15 pm from BNW, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.