Accident Overview
On September 1, 2008, about 1810 Pacific daylight time, a Lockheed P2V-7/SP-2H airplane, registration N4235T, was destroyed after impacting terrain following a loss of power and loss of control about 2 miles northwest of Reno/Stead Airport (4SD) in Reno, Nevada. The airplane was using the call sign Tanker 09 and was registered to Neptune Aviation Services Inc., operated by the California Department of Forestry and Fire Protection (CAL FIRE). The three crew members—an airline transport licensed captain, an airline transport licensed co-pilot, and a flight mechanic—were killed. Visual meteorological conditions prevailed for the public use air drop flight, which was operating under 14 CFR Part 137. The flight was originating at the time of the accident.
History of Flight
Earlier that day, the accident flight crew had flown one firefighting support mission. At 1730, the Sierra Front Interagency Dispatch Center submitted an initial attack resource order for two air tankers to support the Smitty Fire, located about 85 nautical miles south of 4SD. The crew of Tanker 09 was notified at 1735. The airplane was loaded with 2,070 gallons of fire retardant by 1743, and completed loading at 1755. At 1758, the captain radioed ramp instructions to not cancel their hotel rooms, indicating they would return.
The regularly assigned crew chief reported that he arrived at the tanker base at about 0900 and performed a walk-around with no anomalies. The captain fueled the right wing, the co-pilot fueled the left wing, and after a preflight with no anomalies, the engines were started. The crew chief observed the accident airplane take off and saw a ball of fire with flames coming out of the left jet when the airplane was approximately 200 feet in a 10- to 15-degree left bank. He called to inform the flight crew of the left jet fire.
Cockpit Voice Recorder (CVR) data indicated that after both radial engines started at 1801:32.8, the captain briefed the co-pilot about the destination. At 1804:04.6, the captain said, "Go ahead and start your engines." The before-takeoff checklist was completed, and at 1806:09.3, the captain told the co-pilot, "Actually, this will be your takeoff." At 1807:05.8, increasing engine speed was heard. At 1807:16.5, the co-pilot said, "Got rudder control." At 1807:27.7, the captain said, "Eighty, cross checked." At 1807:38.9, the captain said, "One oh eight, rotate." At 1807:43.9, the co-pilot said, "Positive rate." At 1807:55.5, the co-pilot said, "METO power." At 1808:00.2, decreasing engine speed was heard. At 1808:05.4, the co-pilot said, "Whoa," followed by heavy breathing. At 1808:10.5, the captain said, "We got a fire over here. A big ol fire." At 1808:15.2, the co-pilot said, "I'm holding full right aileron." Heavy breathing continued until the sound of impact at 1808:32.3, ending the recording. The flight crew did not perform the engine fire emergency procedure for the failed jet engine, nor did the captain attempt to assume command.
The wreckage site was 1.2 nautical miles from the departure end of Runway 32 on a measured magnetic heading of 289 degrees. The impact heading was 260 degrees, and the airplane came to rest on a heading of 250 degrees.
Witness statements described seeing the left jet engine on fire during takeoff, with flames engulfing the left wing. The airplane rolled left, entered a sideslip, and impacted the ground left wing first.
Crew Information
The captain, age 61, held an airline transport pilot certificate with type ratings for the L-P2V and others. He had 9,520 total hours, including 2,860 in the L-P2V. He completed his most recent proficiency check on February 21, 2008, and crew resource management training on February 8, 2008.
The co-pilot, age 41, held an airline transport pilot certificate with a type rating for the L-P2V. He had 2,812 total hours, with 324 in the L-P2V. His most recent second-in-command qualification check was on March 3, 2008.
The flight mechanic, age 25, held airframe and powerplant mechanic certificates and a private pilot certificate. This was his first operational flight on the L-P2V.
Aircraft Information
N4235T was a Lockheed P2V-7/SP-2H manufactured in 1962. It was a mid-wing, four-engine airplane originally developed for anti-submarine warfare. It was powered by two Curtiss Wright R3350-32WA radial engines (2,800 hp each) and two Westinghouse J34-WE-36 turbojet engines (1,500 lbs thrust each). The left outboard (position #1) jet engine, serial number 211235, had 703.4 total hours, 384.4 hours since overhaul, and 64 hours since last inspection. The left inboard radial engine (position #2) had 5,000 total hours, 49 hours since overhaul. The right inboard radial (position #3) had 4,587 total hours, 560 hours since overhaul. The right outboard jet (position #4) had 441 total hours, 126 hours since overhaul.
The airplane was maintained under an Approved Aircraft Inspection Program. The last Phase D inspection of engine serial 211235 on July 30, 2008, generated nine non-routine work cards, including replacement of fuel nozzles, combustion chamber liner, EGT probes, turbine nozzle vanes, and turbine blades, among others.
Engine History and Failure
Investigation determined that the 11th stage compressor disc of the left jet engine failed near the transition radius between the disc web and bolting ring. The engine had been in civilian service since 1986, accruing an estimated 4,000 to 4,300 total cycles. The failed compressor rotor assembly had not undergone overhaul while in civilian service. Neptune Aviation Services did not track actual jet engine operating time, using a procedure of adding one-tenth of flight time.
Wreckage and Impact
The airplane impacted terrain approximately 1.2 nautical miles from the departure end of Runway 32. The wreckage was found with the left wing heavily damaged, consistent with a left-wing-first impact. Post-impact fire consumed much of the wreckage.