Piper PA-18-150 accident near North Myrtle Beach, South Carolina, July 18, 2012
On July 18, 2012 at about 2:45 pm local time, a Piper PA-18-150, registered N2991Z, was substantially damaged in an accident during maneuvering (low-alt flying) near North Myrtle Beach, South Carolina (Grand Strand airport). It was a banner-towing flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to carburetor icing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 18, 2012 · about 2:45 pm local time
- Place
- North Myrtle Beach, South Carolina · Grand Strand · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-150 · all PA-18-150s on the register
- Registration
- N2991Z · no longer on the register · serial 18-7109
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was towing a banner near the shoreline at an altitude of about 500 feet when the engine began to lose power. He applied carburetor heat; however, the engine continued to lose power and then stopped completely. The pilot was not able to restart the engine and performed a forced landing to the water. He exited the airplane before it sank to a depth of about 30 feet. Postaccident examination of the airplane did not reveal any mechanical malfunctions that would have precluded normal operation; however, the engine exhibited significant damage consistent with saltwater corrosion, which precluded a check of the fuel and ignition systems. The airplane had been operated for about 50 hours since its most recent 100 hour inspection, which was performed about 9 days before the accident, and the engine had been operated for about 150 hours since it was overhauled about 1 month before the accident. The weather conditions at the time of the accident were conducive to carburetor icing at glide power and cruise power.
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
- Loss of engine power (total) during maneuvering (low-alt flying) defining event
- Ditching during emergency descent
The NTSB's findings
- cause Environmental issues › Conditions/weather/phenomena › Temp/humidity/pressure › Conducive to carburetor icing › Effect on equipment
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,235 hours in all; 900 in this make and model
- Last flight review: December 3, 2011
- Medical certificate: Class 2
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 13,075 hours
- Last inspection: annual inspection, May 28, 2012; 150 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-320-A2B (piston); 0 hours total
- Operator: Barnstormer Elite Signs Inc.
The flight
- Departed from: CRE North Myrtle Beach SC at 1:00 pm
- Destination: CRE North Myrtle Beach SC
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 200° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 30.04 inHg
- Observation at 2:53 pm from CRE, 3 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.