Lockheed SP 2H accident near Fresno, California, June 16, 2014
On June 16, 2014 at about 3:44 am local time, a 1961 Lockheed SP 2H, registered N4692A, was substantially damaged in an accident during landing (landing roll) near Fresno, California (Fresno Yosemite Intl airport). It was a public-use flight (federal) under public-use (government) rules. No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The collapse of the nosewheel landing gear due to the disengagement of the nosewheel landing gear pin. Contributing to the accident was the failure of the main hydraulic system due to overpressurization for reasons that could not be determined during postaccident examination of the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 16, 2014 · about 3:44 am local time
- Place
- Fresno, California · Fresno Yosemite Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed SP 2H H, built 1961
- Registration
- N4692A · registry record · serial 148357
- Damage
- Substantial damage
- Flight
- Public-use flight (federal) · public-use (government) rules
The NTSB's narrative final · quoted from the NTSB record
The captain reported that, while returning to the departure airport following an uneventful aerial drop, he noticed that the hydraulic pressure gauge indicated 0. The first officer subsequently verified that the sight gauge for the main hydraulic fluid reservoir was empty. The flight crew began performing the emergency gear extension checklist and verified that the nosewheel landing gear was extended. The captain stated that the first officer then installed the pin in the nosewheel landing gear as part of the emergency checklist. As the flight crewmembers diverted to a nearby airport because it had a longer runway and emergency resources, they briefed the no-flap landing. The first officer extended the main landing gear using the emergency gear release, which resulted in three down-and-locked landing gear indications. Subsequently, the airplane landed normally; however, during the landing roll, the nosewheel landing gear collapsed, and the airplane then came to rest nose low. Postaccident examination of the airplane revealed that the nosewheel landing gear pin was disengaged from the nosewheel jury strut, and the pin was not located. The disengagement of the pin allowed the nosewheel landing gear to collapse on landing. It could not be determined when or how the pin became disengaged from the jury strut. Installation of the pin would have required the first officer to maneuver in a small area and install the pin while the nose landing gear door was open and the gear extended. Further, the pin had a red flag attached to it. When inserted during flight, the flag encounters a high amount of airflow that causes it to vibrate; this could have resulted in the pin becoming disengaged after it was installed. Evidence of a hydraulic fluid leak was observed around the right engine cowling drain. The right engine hydraulic pump case was found cracked, and the backup ring was partially extruded, which is consistent with hydraulic system overpressurization. The reason for the overpressurization of the hydraulic system could not be determined during postaccident examination.
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
- Sys/Comp malf/fail (non-power) during enroute (cruise)
- Landing gear collapse during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Nose/tail landing gear › Not specified
- factor Aircraft › Aircraft systems › Hydraulic power system › Hydraulic, main system › Failure
- factor Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane
- Flight time: 14,410 hours in all; 2,010 in this make and model; 13,336 as pilot in command
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 5,100 hours in all; 2,650 as pilot in command
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 10,484 hours
- Last inspection: continuous airworthiness programme, May 13, 2014; 29 hours since
- Landing gear: retractable
- Engine 1: Wright R3350-32WA (piston); 0 hours total
- Engine 2: Wright R3350-32WA (piston); 0 hours total
- Operator: United States Department Of Agriculture
The flight
- Departed from: PTV Porterville CA at 2:34 am
- Destination: PTV Porterville CA
- Runway 29R, 9,539 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 290° at 13 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 15,000 ft; clear
- Temperature: 79°F (26°C), dew point 43°F (6°C)
- Altimeter: 29.72 inHg
- Observation at 3:53 am from KFAT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.