Piper PA-25-235 accident near Hollywood, Florida, November 10, 2007
On November 10, 2007 at about 9:56 pm local time, a Piper PA-25-235, registered N131AB, was substantially damaged in an accident near Hollywood, Florida (Hollywood North Perry 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, resulting in an aerodynamic stall. Contributing to the accident were an inoperative stall warning system and an erroneous airspeed indicator.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 10, 2007 · about 9:56 pm local time
- Place
- Hollywood, Florida · Hollywood North Perry · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N131AB · registry record · serial 25-3693
- 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 Piper PA-25 completed the local banner-tow mission and successfully released the banner. While maneuvering for landing, the airplane stalled at low altitude. The airplane was substantially damaged when it impacted flat terrain on airport property and the certificated commercial pilot sustained serious injuries. The airplane was equipped with a stall warning system that consisted of a vane-activated switch on the wing and a light in the cockpit. Electrical continuity testing and x-ray examination of the switch revealed that the internal contacts were fused, which prevented the switch from functioning in accordance with the design. The stall warning light was not illuminated at impact based on an analysis conducted by the Safety Board's Materials Laboratory. Calibration testing of the airspeed indicator revealed that the indicator read approximately 8 mph high at speeds up through at least 90 mph. The pilot had approximately 450 total hours of flight experience and approximately 130 hours in the accident airplane. Visual meteorological conditions prevailed and the reported winds were 9 knots.
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: 450 hours in all; 130 in this make and model; 290 as pilot in command
- Last flight review: August 3, 2007
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: sngl
- Injury: serious injuries
The aircraft
- Airframe total time: 7,602 hours
- Last inspection: 100-hour inspection, September 8, 2007
- Maximum gross weight: 2,900 lb
- Seats: 1
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
- Operator: Aerial Banners Inc
The flight
- Departed from: HWO Hollywood FL
- Destination: HWO Hollywood FL
- Flight plan: none
- Runway 36R, 3,260 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 54°F (12°C)
- Altimeter: 30.04 inHg
- Observation at 9:53 pm from HWO
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.