# NTSB CEN10TA355: Lockheed P2V-5, N1386C, Broomfield, CO, June 26, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Final report - Date: June 26, 2010, 13:00 local (19:00 UTC) - Place: Broomfield, CO - Coordinates: 39.908611, -105.117225 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.9086&lon=-105.1172&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report June 28, 2012 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Neptune Aviation Services, Inc., USDA Forest Service, Federal Aviation Administration - NTSB case key (mKey): 76470 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN10TA355 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76470/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76470 - Page: https://openairdocs.org/ntsb/CEN10TA355 ## Probable cause The pilot’s failure to follow published emergency procedures by taxiing to the parking ramp with a known hydraulic system failure. Contributing to the accident was the co-pilot’s improper selection of the bypass position on the emergency nose gear extension system, which shut off emergency hydraulic system pressure to the brakes, and a ruptured hydraulic line, which resulted in a total loss of the main hydraulic system pressure. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=5260108), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Hydraulic power system: hydraulic, main system](https://openairdocs.org/ntsb-findings/01022910): Aircraft › Aircraft systems · Failure (probable cause); cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-findings/01022910/cases.md?model=5260108), [All aircraft, 27 cases](https://openairdocs.org/ntsb-findings/01022910/cases.md) - [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-findings/02063032/cases.md?model=5260108), [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md) - [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Copilot (probable cause); cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-findings/02063032/cases.md?model=5260108), [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md) - [Hydraulic power system: hydraulic, main system](https://openairdocs.org/ntsb-findings/01022910): Aircraft › Aircraft systems · Not specified (probable cause); cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-findings/01022910/cases.md?model=5260108), [All aircraft, 27 cases](https://openairdocs.org/ntsb-findings/01022910/cases.md) - [Landing gear system: nose/tail landing gear](https://openairdocs.org/ntsb-findings/01023220): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-findings/01023220/cases.md?model=5260108), [All aircraft, 185 cases](https://openairdocs.org/ntsb-findings/01023220/cases.md) - [Landing gear system: brake](https://openairdocs.org/ntsb-findings/01023242): Aircraft › Aircraft systems · Not specified; cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-findings/01023242/cases.md?model=5260108), [All aircraft, 297 cases](https://openairdocs.org/ntsb-findings/01023242/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Lockheed P2V-5, 1 case](https://openairdocs.org/ntsb-events/330/sequence.md?model=5260108), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) ## Analysis The airplane was returning from a retardant drop on a forest fire when the crew noted that the airplane’s main hydraulic system had failed. They configured the airplane using the emergency systems and declared an emergency. After landing on the runway, the pilot elected to exit the runway using the high-speed taxiway that went to the tanker base ramp. When he tried to stop the airplane using the emergency system brakes, there was no braking response. The airplane crossed the tanker ramp, exited the prepared surface, and went through the airport perimeter fence, down an embankment, and onto a road. According to the airplane flight manual, the procedure for a hydraulic system failure is to land and stop on the runway using the emergency brake and accumulator pressure. A postaccident examination of the airplane’s hydraulic system showed a rupture in the line that interconnects the main hydraulic system and retardant tank system. No other systems anomalies were found. The crew later reported that when the co-pilot lowered the nose gear using the emergency gear extension system, she did not return the emergency nose gear extension system selector to the “neutral” position, and it remained in the “bypass” position. This shut off the emergency system hydraulic system pressure to the elevator flight control and emergency brakes. ## Factual narrative On June 26, 2010, about 1300 mountain daylight time, a Lockheed P2V-5 airplane, N1386C, was substantially damaged during a landing roll overrun at the Rocky Mountain Metropolitan Airport (BJC), in Broomfield, Colorado. The pilot and co-pilot were not injured. The airplane was registered to Neptune Aviation Services Inc., of Missoula, Montana, and operated by the United States Department of Agrigulture (USDA), Forestry Service, under an exclusive public-use firefighting contract. Visual meteorological conditions prevailed and a company flight plan was filed for the fire suppression flight. The local flight originated from BJC at 1150. According to the pilot, following a “normal” retardant drop, the main hydraulic system failed. The airplane was configured for landing via emergency hydraulic pressure and an emergency declared. The pilot continued, that the landing was routine; however, when he attempted to stop the airplane using the emergency system brakes there was no response. The airplane went through a fence, down an embankment, and came to rest nose down on a city street. The pilot and co-pilot were able to exit unassisted through the airplane’s upper hatches. The airplane had landed on runway 29R. The pilot exited the runway via taxiway A13. The airplane proceeded across taxiway A, through a grassy area between taxiway A and the tanker base ramp, and across the northwest portion of the tanker base ramp. The airplane then went off the prepared surface through the airport perimeter fence where it went down the embankment and came to rest on the north side of Network Parkway. Pieces of the perimeter fence were found in the parking lot of an adjacent office complex. One piece of the fence went through an office window. A postaccident examination of the airplane showed the nose gear broken aft and upward crushing and bending of bulkheads and walls in the nosewheel well and underside of the nose structure. The Plexiglas nose dome window was broken out. One of the four propeller blades on the right engine was bent aft. All four of the propeller blades on the left engine were broken off near mid-span. There was also fire damage observed to the outer side of the left engine nacelle just behind the ring cowling. Further examination of the airplane’s hydraulic system showed a rupture in the line from the main hydraulic and tank system. No other systems anomalies were found. The USDA Forest Service reported that while returning to the airport, the pilot briefed the co-pilot about the proper procedures to lower the gear. The co-pilot referred to the emergency procedures checklist and went to the spar area to operate the emergency gear extension systems. The nose gear down select was activated and the gear dropped. The co-pilot then pinned the gear in the down position and moved the emergency nose gear extension system selector to the “bypass” position, which cut off emergency system hydraulic system pressure to the elevator flight control and emergencybrakes. The airplane flight manual specifies the selector be placed back to the “normal” position. The co-pilot then made an unsuccessful try to lower the main gear by releasing the up-lock lever, but on the second try the gear came down. The pilot noticed all three landing gear indicators showed the gear was safely down and locked and reported this to the tower. The pilot briefed the tower that they would not have nose wheel steering but would try to take the high speed taxiway (A-13) off the runway near the tanker base. They received clearance to land and to make a right turn when able to exit the runway. After touchdown, the airplane was slowed using reverse thrust on the propellers and steered using differential braking. A hydraulic accumulator supplies enough pressure to the brakes to allow for a few applications in the event of a loss of system pressure. The pilot felt he had adequate directional control and could make the right turn at A13 using the remaining emergency braking system to stop the airplane in the dirt prior to the tanker base ramp. The pilot made the turn off the runway and taxied toward the ramp. As they approached the end of the taxiway, the pilot applied the emergency brake with no result. He checked to see that he had the right lever and reapplied, again with no result. He then told the co-pilot they had no brakes and were going to wreck. According to the airplane flight manual the procedure for hydraulic failure is to land and stop on the runway using the emergency brake and accumulator pressure. After stopping, the stiff-knee pins are to be installed and the airplane is to be towed to parking. ## Aircraft - Registration: [N1386C](https://openairdocs.org/aircraft/N1386C), registered now, S/N 128422, built 1954 (OpenAirDocs) - Reported make and model: LOCKHEED P2V-5 - Registry model: [Lockheed P2V-5](https://openairdocs.org/model/lockheed-p2v-5) (registry code 5260108) (OpenAirDocs) - Registry engine: [Wright R3350 series](https://openairdocs.org/engine/wright-r3350-series) (registry code 67063, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 128422 - Airframe hours: 6610 - Engines: WRIGHT R3350 SERIES 2200 horsepower reciprocating; WRIGHT R3350 SERIES 2200 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Aerial application, Public use - Operator: (USDA) Forestry Service - Registered owner: Neptune Aviation Services Inc - Airworthiness certificate: Special, Experimental (Special) - Last inspection: AAIP, March 15, 2010 - Departed: BJC, Broomfield, CO - Destination: BJC, Broomfield, CO - Flight plan: Company VFR - Airport: BJC, Rocky Mountain Metropolitan, runway 29R, 9,000 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 66; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; last flight review March 10, 2010; seat: left; flight hours: 14,500 total, 3,000 in this make and model, 1,400 as pilot in command, 80 in the last 90 days, 40 in the last 30 days, 3 in the last 24 hours - Co-pilot; age 52; injuries: none; airline transport, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review April 1, 2009; seat: right; flight hours: 5,950 total, 127 in this make and model, 5,800 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Visibility: 10 statute miles - Lowest ceiling: none ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20100626038529A](https://openairdocs.org/incident/20100626038529A), Jun 26, 2010: Lockheed P2V-5, Broomfield, CO, Substantial damage. Subsequent to handling emergency where total loss of hydraulics had occured, the PIC was taxiing the aircraft to parking. PIC anticipated some hydraulics… ## Docket (6 files) The files NTSB released with the investigation on May 15, 2012, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76470. 3.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 542 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367502&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 2, .PDF, 649 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367503&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - P2V Flight Manual Extract, Hydraulic Emergency (item 3, .PDF, 704 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367505&FileExtension=.PDF&FileName=P2V%20Flight%20Manual%20Extract,%20Hydraulic%20Emergency%20-Master.PDF - Airfield Diagram (item 4, .PDF, 156 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367506&FileExtension=.PDF&FileName=Airfield%20Diagram-Master.PDF - Photo 1, Accident Airplane (item 5, .PDF, 982 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367507&FileExtension=.PDF&FileName=Photo%201,%20Accident%20Airplane-Master.PDF - Photo 2, Left Engine and Propeller (item 6, .PDF, 490 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40367510&FileExtension=.PDF&FileName=Photo%202,%20Left%20Engine%20and%20Propeller-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.