Lockheed P2V-7 accident near Stockton, Utah, April 25, 2009
On April 25, 2009 at about 4:04 pm local time, a Lockheed P2V-7, registered N442NA, was substantially damaged in an accident during enroute (cruise) near Stockton, Utah. It was a positioning flight under public-use (government) rules. 3 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
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The NTSB's probable cause their words, unchanged
The flight crew's failure to maintain terrain clearance during low altitude flight in low ceiling and visibility conditions. Contributing to the accident was the flight crew's failure to adequately monitor their location with respect to the rising terrain environment ahead, and, their lack of crew resource management communication as a crew.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 25, 2009 · about 4:04 pm local time
- Place
- Stockton, Utah · map
- Type
- Accident
- Injuries
- 3 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Lockheed P2V-7 · all P2V-7s on the register
- Registration
- N442NA · registry record · serial 150283
- Damage
- Substantial damage
- Flight
- Positioning flight · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The multi-engine fire bomber, which was not carrying retardant, was established at its cruise altitude while en route to a fire base where it would be used as part of the effort to fight a local fire. While en route, the flight crew encountered a forecast area of instrument meteorological conditions, whereupon they began a series of descents to lower altitudes in order to stay in visual flight rules (VFR) conditions beneath the clouds. During the last few minutes of their flight, the flight crew had descended to an altitude that was less than 1,300 feet above ground level (agl) over nearly level terrain. As they approached rapidly rising terrain at the end of the broad open valley they had been flying over, they inadvertently entered instrument meteorological conditions (IMC). Soon thereafter, while still in a nearly wings-level attitude, the airplane impacted a ridge about 240 feet below its top. The First Officer, who was flying at the time, had asked the Captain about ten minutes prior to the impact if their altitude was high enough to clear the upcoming terrain, but the Captain did not respond, and the First Officer did not challenge the Captain about the issue. Witnesses in the area reported low clouds with ceilings about 200 feet above ground level with a visibility of one-quarter mile or less, with rain and fog. One of the witnesses reported momentarily viewing the airplane flying "very low," while the others reported only being able to hear the airplane.
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
- VFR encounter with IMC during enroute (cruise)
- Controlled flight into terrain or object (CFIT) during enroute (cruise) defining event
The NTSB's findings
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Altitude › Not attained/maintained
- factor Personnel issues › Psychological › Attention/monitoring › Monitoring environment › Flight crew
- factor Personnel issues › Task performance › Communication (personnel) › Lack of communication › Flight crew
- Environmental issues › Physical environment › Terrain › Mountainous/hilly terrain › Contributed to outcome
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Low ceiling › Effect on operation
- Environmental issues › Conditions/weather/phenomena › Ceiling/visibility/precip › Low visibility › Effect on operation
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 7,334 hours in all; 916 in this make and model; 9 in the last 90 days; 3 in the last 30 days; 6,458 as pilot in command
- Last flight review: February 28, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 15,075 hours in all; 350 in this make and model; 9 in the last 90 days; 3 in the last 30 days; 12,454 as pilot in command
- Last flight review: February 21, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 3,554 hours
- Last inspection: approved inspection programme, November 14, 2008
- Maximum gross weight: 80,000 lb
- Seats: 3
- Landing gear: retractable
- Engine 1: Wright R-3350-32WA (piston); 0 hours total
- Engine 2: Westinghouse J34-WE-36 (turbojet); 0 hours total
- Engine 3: Wright R-3350-32WA (piston); 0 hours total
- Engine 4: Westinghouse J34-WE-36 (turbojet); 0 hours total
- Fire on the ground
- Operator: Neptune Aviation Services INC
The flight
- Departed from: KMSO Missoula MT at 2:03 pm
- Destination: KALM Alamogordo NM
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 8 knots
- Visibility: 0 statute miles
- Sky: overcast at 200 ft
- Temperature: 45°F (7°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 2 | |||
| Passengers | 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 WPR09GA216.