Piper PA-18-105 SPECIAL accident near Rancho Palos Verdes, California, August 30, 2013
On August 30, 2013 at about 6:43 pm local time, a Piper PA-18-105 SPECIAL, registered N224T, was substantially damaged in an accident during landing (landing roll) near Rancho Palos Verdes, California. 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 loss of engine power during cruise flight for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 30, 2013 · about 6:43 pm local time
- Place
- Rancho Palos Verdes, California · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-18-105 SPECIAL · all PA-18-105 SPECIALs on the register
- Registration
- N224T · registry record · serial 18-2338
- Damage
- Substantial damage
- Flight
- Banner-towing flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during cruise flight about 1/2 mile off shore while towing an aerial advertising banner, the engine abruptly lost power. Despite troubleshooting attempts, including the application of carburetor heat, the pilot was unable to restart the engine, and he initiated a forced landing to a nearby beach. During the landing, the airplane nosed over and came to rest partially in the ocean. A postaccident examination of the recovered airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The quantity of fuel onboard the airplane could not be determined due to impact damage to the fuel system and its submersion in water after the accident. Although the weather conditions at the time of the accident were conducive to the accumulation of carburetor ice, the pilot applied carburetor heat, and the engine did not restart; therefore, it is unlikely that carburetor icing caused the engine to lose power. The reason for the loss of engine power could not be determined.
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)
- Off-field or emergency landing during maneuvering (low-alt flying)
- Nose over/nose down during landing (landing roll) defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,300 hours in all; 363 in this make and model; 31 in the last 90 days; 97 in the last 30 days; 3,120 as pilot in command
- Last flight review: October 19, 2007
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: frt
- Injury: minor injuries
The aircraft
- Last inspection: inspection type not recorded
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-C2A (piston); 0 hours total
- Operator: Van Wagner Aerial Media LLC
The flight
- Departed from: CPM Compton CA at 4:25 pm
- Destination: CPM Compton CA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 100° at 15 knots
- Visibility: 20 statute miles
- Sky: scat at 15,000 ft
- Temperature: 91°F (33°C), dew point 66°F (19°C)
- Altimeter: 29.96 inHg
- Observation at 6:47 pm from KTOA, 4 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.