Cessna 150G accident near Cross Keys, New Jersey, September 14, 2023
On September 14, 2023 at about 8:10 pm local time, a 1967 Cessna 150G, registered N2880S, was substantially damaged in an accident during initial climb near Cross Keys, New Jersey (Cross Keys airport). It was a banner-towing flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s failure to maintain adequate airspeed during the banner pickup, which resulted in a low altitude aerodynamic stall/spin.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 14, 2023 · about 8:10 pm local time
- Place
- Cross Keys, New Jersey · Cross Keys · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150G, built 1967 · all 150Gs on the register
- Registration
- N2880S · registry record · serial 15066780
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot of the banner tow airplane performed a normal takeoff and stayed in the airport traffic pattern for the banner pickup. The pilot described that after successfully capturing the pickup rope, he climbed with the engine at full power, the flaps retracted, and at a speed of about 45 to 50 mph. The airplane drifted left before the banner left the ground, and the pilot attempted to correct the flight path to the right. The airplane and banner subsequently climbed above the nearby trees, after which the pilot released the banner. The airplane then abruptly pitched up, the right wing “dropped,” and the airplane entered a 180-degree spin to the right that continued to ground impact. The pilot was seriously injured and the airplane was substantially damaged during the impact with trees and terrain. The operator reported, and a post accident examination by a Federal Aviation Administration inspector confirmed, that there were no preimpact mechanical malfunctions or failures of the airplane and its flight controls that would have precluded normal operation. The operator also reported that it was their company’s standard procedure to climb the airplane at a speed of 55 mph with the flaps extended 10 degrees in order to achieve best climb out. Additionally, when releasing a banner, the prescribed procedure included pushing forward on the control yoke to prevent an abrupt pitch up. Based on this information, it is likely that the pilot climbed at too low an airspeed during the banner pickup, resulting in a loss of control, his decision to release the banner, and the uncorrected pitch up of the airplane that ultimately resulted in the aerodynamic stall/spin.
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 control in flight during initial climb defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,032 hours in all; 320 in this make and model; 149 in the last 90 days; 85 in the last 30 days; 912 as pilot in command; 107 on instruments
- Last flight review: December 19, 2022
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 8,601 hours
- Last inspection: annual inspection, June 14, 2023; 240 hours since
- Maximum gross weight: 1,750 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-A4M (piston); 3,984 hours total
- Operator: High Exposure INC
The flight
- Flight plan: none
- Runway 27, 3,500 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 11 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 58°F (14°C)
- Altimeter: 30.02 inHg
- Observation at 3:54 pm from PHL, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – View of airplane nose down in wooded area
Photograph 2 – Top view of airplane showing fuselage and empennage damageThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on February 22, 2024. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Memorandum for Record - FAA Inspector Interview | PDF, 1 page | View Download |
| 3 | Mfr Pilot's Statement | PDF, 1 page | View Download |
| 4 | Investigative Photos | PDF, 3 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.