Piper PA-18A 150 accident near New Smyrna Beach, Florida, August 27, 2026
On August 27, 2026 at about 2:51 pm local time, a 1955 Piper PA-18A 150, registered N2368P, was substantially damaged in an accident during enroute (cruise) near New Smyrna Beach, Florida. It was a banner-towing flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 2026 · about 2:51 pm local time
- Place
- New Smyrna Beach, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18A 150, built 1955 · all PA-18A 150s on the register
- Registration
- N2368P · registry record · serial 18-4257
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On August 27, 2026, about 1051 eastern daylight time, a Piper PA-18A 150, N2368P, was substantially damaged when it was involved in an accident near New Smyrna Beach, Florida. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 banner tow flight. According to the pilot, he conducted a normal preflight inspection in preparation for banner towing operations. During the inspection, he noted that the engine oil quantity was one quart low. He added one quart of oil and completed the remainder of the preflight inspection. The pilot confirmed that the fuel tanks were full and reported no other anomalies. After takeoff, the pilot completed a successful banner pickup. He reported climbing to approximately 1,000 ft before reaching the shoreline. As the airplane crossed the shoreline, the pilot turned north and initiated a descent. While descending through about 600 ft above ground level (agl), the pilot began adding engine power to level off at 500 ft agl. When he advanced the throttle, he heard a loud pop, followed by a total loss of engine power. While maintaining control of the airplane, the pilot determined that the beach was too crowded to safely conduct a forced landing. He elected to perform a forced landing to the water instead. The airplane touched down on the water and subsequently nosed over, coming to rest inverted. The wreckage was retained for further examination.
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 enroute (cruise) defining event
The aircraft
- Maximum gross weight: 1,750 lb
- Seats: 1
- Landing gear: fixed
- Operator: Aerial Messages Leasing CO
The flight
- Departed from: X50 Edgewater FL at 2:43 pm
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 250° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 3,000 ft
- Temperature: 86°F (30°C), dew point 32°F (0°C)
- Altimeter: 30.05 inHg
- Observation at 11:00 am from EVB, 5 miles away
Weather report (METAR): METAR KEVB 271447Z 25008KT 10SM SCT030 30/ A3005
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA26LA316.