Lockheed C130 accident near Santa Barbara, California, August 26, 2019
On August 26, 2019 at about 5:24 am local time, a 1957 Lockheed C130, registered N119TG, was substantially damaged in an accident during initial climb near Santa Barbara, California (Santa Barbara Muni airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 7 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the No. 3 bleed air duct due to corrosion, which resulted in numerous system failures and the pilot’s inability to maintain directional control during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2019 · about 5:24 am local time
- Place
- Santa Barbara, California · Santa Barbara Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 7 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Lockheed C130 A, built 1957 · all C130s on the register
- Registration
- N119TG · no longer on the register · serial 57-520
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the final leg of a cross-country flight, the flight crew heard a loud popping noise and a loud bang. Simultaneously, the torque gauges provided unusual and fluctuating readings. A crew member in the cargo compartment announced misting hydraulic fluid mixed with smoke. The crew donned their supplemental oxygen and the cockpit crew turned off the bleed air from the four engines. The crew subsequently diverted to a nearby airport and trouble shot multiple anomalies, including engine fire warning lights from the N0s. 3 and 4 engines and the loss of normal hydraulic pressure. The captain elected to feather the No. 4 engine but did not shut down the No. 3 engine at that time to retain three-engine performance. During landing, the captain was unable to maintain directional control and the airplane departed the runway. The captain then intentionally ground looped the airplane to avoid hitting the main terminal building and airplanes that were parked on the ramp. The airplane undercarriage, right wing, and nose area were substantially damaged. Postaccident examination of the airplane revealed that the No. 3 bleed air duct had failed. Further examination of the bleed air duct revealed stress corrosion cracking preceded by corrosion pitting on the interior surfaces. The microscopic features observed were consistent with pre-existing cracking prior to the final circumferential fracture of the duct. When the duct failed due to corrosion, hot air was directed onto surrounding electrical wires and hydraulic lines, which subsequently resulted in numerous system failures. The captain was subsequently unable to maintain directional control during the landing roll.
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
- Part(s) separation from AC during initial climb defining event
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Attain/maintain not possible
- Aircraft › Aircraft power plant › Engine bleed air system › (general) › Fatigue/wear/corrosion
Pilot
- Certificate: airline transport pilot, flight instructor, flight engineer
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 25,453 hours in all; 1,205 in this make and model; 160 in the last 90 days; 82 in the last 30 days; 20,857 as pilot in command; 2,307 on instruments
- Last flight review: July 23, 2019
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot, flight instructor, flight engineer, military
- Ratings: multi-engine land; instructor: airplane multi-engine; instrument: airplane
- Flight time: 10,400 hours in all; 94 in this make and model; 97 in the last 90 days; 85 in the last 30 days; 4,800 as pilot in command; 240 on instruments
- Last flight review: January 31, 2019
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Flight Engineer
- Certificate: flight engineer, military
- Flight time: 7,000 hours in all
- Seat: ctr
- Injury: no injuries
Other crew
- Flight time: 0 hours in all
- Medical certificate: None
- Seat: unk
- Injury: no injuries
Other crew
- Flight time: 0 hours in all
- Medical certificate: None
- Seat: unk
- Injury: no injuries
Other crew
- Flight time: 0 hours in all
- Medical certificate: None
- Seat: unk
- Injury: no injuries
Other crew
- Flight time: 0 hours in all
- Medical certificate: None
- Seat: unk
- Injury: no injuries
The aircraft
- Airframe total time: 15,112.9 hours
- Last inspection: approved inspection programme, August 7, 2019; 15,113 hours since
- Maximum gross weight: 124,200 lb
- Seats: 7
- Landing gear: retractable
- Engine 1: Allison T-56-A-9 (turboprop); 3,079 hours total
- Engine 2: Allison T-56-A-9 (turboprop); 126 hours total
- Engine 3: Allison T-56-A-9 (turboprop); 6,311 hours total
- Engine 4: Allison T-56-A-9 (turboprop); 3,163 hours total
- Fire on the ground
- Operator: International Air Response
The flight
- Departed from: SMX Santa Maria CA at 5:04 am
- Destination: IWA Phoenix AZ
- Flight plan: VFR then IFR
- Runway 07, 6,052 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 080° at 4 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 61°F (16°C)
- Altimeter: 29.90 inHg
- Observation at 9:53 pm from KSBA
Weather report (METAR): METAR KSBA 260453Z 08004KT 9SM CLR 18/16 A2990 RMK AO2 SLP124 T01830161=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 7 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
4 documents, released by the NTSB on September 20, 2022. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Materials Laboratory Factual Report | PDF, 31 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 3 | Failed Duct Location (Operator) | PDF, 1 page | View Download |
| 4 | Statement of Party Representatives to NTSB Investigation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.