Fresno Yosemite International Airport, Fresno, California

Airport Location: The Fresno Yosemite International Airport is located 5 miles north east of Fresno, California.

Fresno Airport Today:  Airline service; Helicopter and Military operations;



Fresno Yosemite International Airport Amenities and Services:  Alves School of Aviation; APR Aviation; Atlantic Aviation; Command Flight Center; Corporate Aircrafts; Mazzel Flying Service; Scott Aircraft, Inc; Helipads; Public transportation; Taxis and rental cars available; Fuel; Chevron, Texaco Jet-premix, 100LL, Exxon Jet; US Customs;

Special Events and Attractions: Chaffee Zoological Garden Park;

Airport Area Accident History:

On December 8, 2009, about 1248 Pacific standard time, a Piper PA-38-112 airplane, N2539D, was substantially damaged during a forced landing following a loss of engine power during takeoff initial climb at the Fresno Yosemite International Airport (FAT), Fresno, California. The airplane was registered to Golden Eagle Enterprises Inc., Fresno, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot, sole occupant of the airplane, sustained minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal cross-country flight. The flight was originating at the time of the accident with an intended destination of Monterey, California.

In a written statement, the pilot reported that following a preflight inspection of the airplane, he taxied to Runway 29L and completed “a normal run up” with no anomalies noted. The pilot requested clearance for takeoff and was held for about 6 to 8 minutes due to landing traffic prior to receiving clearance. The pilot stated that he taxied onto the runway, advanced the throttle, and noted an engine rpm of 2200. During takeoff initial climb, the pilot realized “the airplane wasn’t climbing normally” and that “the engine wasn’t running rough.” As the airplane crossed over the airport perimeter road northwest of the departure runway, the engine started to run rough and the engine rpm fluctuated to 1800. The pilot initiated a left turn towards the departure runway. He stated that as the airplane was about 20 to 30 feet above ground level, “…the aircraft stalled and impacted the ground.”

Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest upright about 1,500 feet northwest of the departure end of runway 29L. The right wing was partially separated. The tail of the airplane was separated just aft of the cabin area. The fuel selector valve handle was positioned to the “right” fuel tank. Fuel was in both the left and right fuel tanks. The right fuel tank was partially ruptured. Fuel samples obtained from the airframe fuel sump were free of debris and blue in color.

Examination of the engine revealed that the propeller was separated from the crankshaft propeller flange. All engine accessories remained attached to their respective mounts. Rotational continuity was established throughout the engine and valve train. Thumb compression was obtained on all four cylinders. The magnetos produced spark on all ignition leads when the crankshaft was rotated. The top and bottom spark plugs exhibited normal wear signatures. The carburetor was intact and undamaged. The carburetor finger screen was free of debris. The carburetor float bowl contained about two ounces of fuel and was free of debris.

No mechanical anomalies were observed with the engine or airframe that would have precluded normal operation.

At 1252, the reported weather at FAT was: wind variable at 3 knots; visibility 10 miles; scattered cloud layer at 1,500 feet above ground level; temperature 43 degrees Fahrenheit; dew point 30 degrees Fahrenheit; altimeter 30.11 inches of mercury.

Review of an FAA Carburetor Icing Chart revealed "Serious icing - glide power" for a temperature of 43 degrees Fahrenheit and a dew point of 30 degrees Fahrenheit.
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Accident occurred Monday, September 28, 2009 in Fresno, CA
Aircraft: American Legend Aircraft Co. AL3, registration: N18MK
Injuries: 2 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On September 28, 2009, about 0850 Pacific daylight time, an American Legend Aircraft Company AL3 light sport airplane, N18MK, was substantially damaged following a loss of control during landing roll at the Fresno Yosemite International Airport (FAT), Fresno, California. The private pilot and his sole passenger were not injured. Visual meteorological conditions prevailed at the time of the accident, and a flight plan was not filed. The local flight, which was conducted under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, departed FAT about 0745.

In a telephone interview with the NTSB investigator-in-charge (IIC), the pilot reported that after making a wheel landing and bringing the tail wheel down, the airplane suddenly veered to the right. The pilot stated that he then attempted to correct back to the left, but the right rudder pedal seemed "frozen," which precluded the operation of the left rudder pedal. The airplane subsequently impacted an airport sign before coming to rest in an upright position off of the right side of the runway.

A Federal Aviation Administration (FAA) airworthiness inspector reported substantial damage to the airplane's fuselage and left aileron. The inspector also revealed that the pilot had taxied the airplane to a local maintenance facility on the airport before he had a chance to examine it at the accident site. A further examination of the airplane's rudder control system is pending.
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On November 25, 2008, about 1530 Pacific standard time, a Nickel RV-6 amateur-built experimental airplane, N6TR, sustained substantial damage during a forced landing following a loss of engine power after takeoff from Sierra Sky Park Airport, Fresno, California. The private pilot, the sole occupant, who was the owner and builder of the airplane, was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under 14 Code of Federal Regulations Part 91. The flight was originating when the accident occurred.

The pilot reported that prior to takeoff; he performed a high-speed taxi test on the runway with no anomalies noted. The pilot taxied back to the run-up area, performed his preflight checklist uneventfully, and proceeded to takeoff. During the takeoff initial climb, the engine misfired and developed "marginal power." As he executed a left turn towards the airport, the engine lost power. The pilot further stated "to take advantage of relatively good landing opportunities below," he continued the left turn and initiated a forced landing to an open area on a golf course. During the landing roll, the airplane struck a berm and became airborne again. Subsequently, the airplane landed hard and came to rest upright.

Examination of the airplane by a Federal Aviation Administration inspector revealed that the airplane came to rest within a golf course about 1 mile northwest of the runway. The engine was partially separated from the airframe, and the firewall was bent and buckled.

Examination of the converted Ford engine by the pilot revealed the fuel system was intact and undamaged. The pilot also reported finding "no obvious" anomalies with the ignition system. The reason for the loss of engine power was not determined.
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Accident occurred Saturday, October 11, 2008 in Fresno, CA
Probable Cause Approval Date: 11/5/2008
Aircraft: PIPER PA-38-112, registration: N2572N
Injuries: 1 Minor.
While on final for landing, the landing gear of the airplane struck a semi truck that was traveling on a road perpendicular to the runway at the approach end. The pilot had performed 10 full stop landings at the accident airport and was on approach for the 11th landing when the accident occurred. After impacting the trailer, the airplane landed on its belly and came to rest short of the runway. The pilot stated that the accident could have been prevented had he flown a higher approach. The driver and passenger in the vehicle stated that they had observed the airplane flying toward them and that it appeared low. Even though the airplane seemed low, the vehicle occupants thought it would clear the truck's trailer.
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On September 29, 2008, about 0853 Pacific daylight time, a Piper PA-31-350, N27996, landed hard at Fresno, California. Ameriflight, LLC, was operating the airplane as flight AMF 238 under the provisions of 14 Code of Federal Regulations (CFR) Part 135. The airline transport pilot was not injured; the airplane sustained substantial damage to the wings. Visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed. The cross-country flight originated from Oakland, California, about 0758.

The pilot reported a firm landing and a blown right main tire, but indicated no other problems. Local contract maintenance replaced both tires. The airplane then continued in service for two flight sequences, flown by other pilots. Inspection by Ameriflight maintenance personnel in Oakland revealed a line of popped rivet heads on the upper surface of the left wing above the rear spar between the nacelle and the wing fillet fairing. A close inspection discovered popped rivet heads on the left side of the fuselage below the cabin window with a gap visible in the skin lap.

Maintenance personnel conducted a detailed hard landing inspection with no further damage discovered. However, they reported that inspection of both main gear wheels and tires revealed cuts and impressions in the tire sidewalls indicative of a very hard landing. They replaced the damaged rivets, and repositioned the airplane, on a ferry permit, to the company's headquarters and major maintenance facility at Burbank, California, for further inspection. The senior training captain who ferried the airplane reported that performance and handling qualities were completely normal.

At Burbank, maintenance personnel removed wing skins from the left nacelle and the leading edge of the left wing. They discovered buckling of both main spar webs between the fuselage and nacelles.
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Incident occurred Thursday, August 28, 2008 in Fresno, CA
Aircraft: Piper PA-46, registration: N9219T
Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. On August 28, 2008, at approximately 9:07 pm Pacific daylight time, a runway incursion occurred involving N9219T, a Piper PA-46, and SkyWest (SKW) flight 69R, a Canadair CRJ2 at Fresno Yosemite International Airport, Fresno, California. At the time of the incident a single controller was in the tower cab (developmental controller--certified on all tower positions and one position in the radar facility), responsible for 3 aircraft. The PA-46 landed on runway 29R and was unable to exit the runway on high speed taxiway B3 so the pilot continued to taxiway B5, an unlit taxiway. The tower controller saw the aircraft's landing light veer toward the taxiway so he cleared the CRJ to land on 29R. PA46 was still on the runway, the CRJ pilot saw the PA46 and went to the right side of the runway to miss the PA-46. The CRJ pilot reported they missed colliding by 15 feet, wingtip to wingtip. The incident occurred during night visual meteorological conditions with 10 miles visibility. ===
Incident occurred Thursday, August 28, 2008 in Fresno, CA
Aircraft: Canadair CRJ2, registration:
Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. On August 28, 2008, at approximately 9:07 pm Pacific daylight time, a runway incursion occurred involving N9219T, a Piper PA-46, and SkyWest (SKW) flight 69R, a Canadair CRJ2 at Fresno Yosemite International Airport, Fresno, California. At the time of the incident a single controller was in the tower cab (developmental controller--certified on all tower positions and one position in the radar facility), responsible for 3 aircraft. The PA-46 landed on runway 29R and was unable to exit the runway on high speed taxiway B3 so the pilot continued to taxiway B5, an unlit taxiway. The tower controller saw the aircraft's landing light veer toward the taxiway so he cleared the CRJ to land on 29R. PA46 was still on the runway, the CRJ pilot saw the PA46 and went to the right side of the runway to miss the PA-46. The CRJ pilot reported they missed colliding by 15 feet, wingtip to wingtip. The incident occurred during night visual meteorological conditions with 10 miles visibility. ===
Accident occurred Monday, June 23, 2008 in Fresno, CA
Aircraft: Arrow Falcon Exporters, Inc. OH-58C, registration: N912HP
Injuries: 1 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. On June 23, 2008, about 1042 Pacific daylight time, an Arrow Falcon Exporters, Inc., OH-58C helicopter, N912HP, was substantially damaged during an emergency landing following a reported loss off engine power while hovering west of Fresno, California. The helicopter was registered to Del Rio Aviation, Inc., Paso Robles, California, and operated by Double Tree Helicopters, Turlock, California, under the provisions of 14 Code of Federal Regulations Part 137. The commercial pilot, sole occupant of the helicopter, was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local aerial application flight that was originating at the time of the accident. The pilot reported that he had filled the spray tanks with water and had lifted off from the back of a truck platform when he heard three loud noises followed by a loss of engine power. The pilot initiated a hovering autorotation to the landing platform, however, was only able to maneuver the forward portion of the helicopter over the platform. Subsequently, the helicopter slid off the platform and impacted the ground tail boom first. Examination of the helicopter by a Federal Aviation Administration inspector revealed that the tail boom was substantially damaged. The helicopter was transported to a secure location for further examination. ===
Incident occurred Friday, December 14, 2007 in Fresno, CA
Aircraft: Eurocopter France AS350 B3, registration: N414HP
Injuries: 2 Uninjured. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. On December 14, 2007, about 1620 Pacific standard time, a Eurocopter AS350 B3, N414HP, experienced an in-flight control restriction while performing a practice emergency maneuver with the hydraulic system off at the Fresno Yosemite International Airport, Fresno, California. California Highway Patrol (CHP) Air Operations was operating the helicopter under the provisions of 14 Code of Federal Regulations Part 91. The certificated flight instructor (CFI) and commercial pilot undergoing instruction (second pilot) were not injured; the helicopter was not damaged. The local public-use instructional flight departed Fresno about 1600. Visual meteorological conditions prevailed, and a flight plan had not been filed. In a written statement, the CFI reported that the purpose of the flight was for the CFI to give training to the second pilot, who was positioned in the right seat. Prior to departure the CFI discussed the proper procedures for performing practice hydraulic-off emergency procedures, as the second pilot was completing pilot phase-training, which required the achievement of such a maneuver. The CFI further stated that he opted to perform the first hydraulics-off maneuver and demonstrate the correct procedures. After departure, he adjoined the helicopter with the right downwind leg of a traffic pattern for taxiway "C", where he planned a final touchdown at area 5. With the helicopter at 800 feet mean sea level (msl) and 90 knots (kts), the CFI initiated the maneuver by activating the hydraulic test push button (HYD TEST). After the illumination of the hydraulic pressure light, he configured the helicopter to an airspeed of 60 knots (kts) and instructed the second pilot to turn the hydraulics off [the right-seated pilot has the hydraulic cut-off switch on their respective collective]. The CFI immediately noticed that an abnormal force was required on the cyclic control to prevent the helicopter's nose from pitching up and to the left. The CFI elected to continue the landing with the hydraulics off and began to slow the airspeed as the helicopter adjoined final approach. He was convinced that he would not be able to land the helicopter without it incurring damage due to the severe control restriction. He managed to complete a run-on landing without mishap by maintaining an airspeed of about 10 kts. When the helicopter came to rest, the pressure was released on the cyclic and the second pilot restored the hydraulics via the collective switch. Immediately thereafter, the cyclic began a hard over and displaced to the left against the CFI's leg. He attempted to center the cyclic with both hands, but he was unable to move the control. After 40 seconds the pressure released and the second pilot centered the cyclic with ease. The hydraulic servo accumulators were removed for further examination. ===
Accident occurred Friday, September 03, 2004 in Fresno, CA
Probable Cause Approval Date: 10/27/2005
Aircraft: Beech F33A, registration: N1854N
Injuries: 2 Uninjured.
The airplane collided with the runway during the landing flare after the pilot experienced inhibited pitch control movement on approach for landing. The pilot said that when the landing gear was extended and the wing flaps were partially extended, his ability to move the control yoke was noticeably restricted. The pilot reported that he tried to pull back on the yoke and use the manual trim to regain control, but the airplane did not respond. The pilot said he lost complete pitch control when he attempted to flare during the landing. The airplane abruptly nosed down and impacted the runway surface. An examination of the wreckage revealed that the control yoke's movement was restricted. Only partial up-elevator travel could be obtained. One side of the autopilot's servo bridle cable for the elevator was found frayed and broken, and was detached from the servo capstan bridle cable locking pin. The other servo bridle cable was found attached to the main elevator control cable and servo, but it was twisted and deformed. Both servo capstan bridle cable guide pins were bent full forward. One nylon guide pin guard was missing and was found in the fuselage belly. The pitch servo (actuator) was removed from the airplane and examined at a repair station. Upon investigation it was determined that the bridle cable had not been wrapped correctly and continued excessive unwrapping of the bridle cable from the capstan had caused it to fray and eventually break. The servomotor initially would not start running until approximately 12 volts of direct current (DC) were applied to the motor. The servo is designed for 28-volt DC operation. After several on-and-off cycles of DC, the motor started running with approximately 5 to 6 volts DC applied. However, even at the full 28 volts, the motor operated slowly. The servo gear train actuator mechanism was found sticky and needed maintenance. The airplane had been operated about 57 hours since last receiving an annual inspection, about 11 months before the accident. No evidence of autopilot system maintenance was found in the 23-year-old airplane's maintenance records. Neither the autopilot or airframe manufacturers had specified a maintenance or inspection schedule for the bridle cables. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilot's loss of pitch control authority during landing flare due to an autopilot system failure that inhibited control yoke movement. A factor was inadequate autopilot system maintenance. ===
Accident occurred Tuesday, April 11, 2000 in FRESNO, CA
Probable Cause Approval Date: 12/6/2002
Aircraft: Piper PA-38-112, registration: N2500T
Injuries: 1 Uninjured.
The student pilot was on his third solo flight, his first unsupervised. After applying power for a short field takeoff, the student aborted and the airplane began to veer to the left side of the runway. A runway light was hit as the airplane moved into the unpaved area adjacent to the airstrip. In order to decelerate the airplane, the student pulled back on the controls, but the airplane floated before settling again. The airplane continued through the unpaved area and impacted on the taxiway surface where the nose gear collapsed. The short field takeoffs were requested by the instructor prior to the flight. The student's logbooks indicate that he received instruction in short field takeoff procedures on April 8 and 10, 2000. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The student pilot's loss of directional control on takeoff that resulted in a collision with a taxiway surface. ===
Incident occurred Monday, February 21, 2000 in FRESNO, CA
Probable Cause Approval Date: 4/28/2004
Aircraft: Embraer 120, registration: N566SW
Injuries: 20 Uninjured.
The elevator trim froze in flight. During the initial descent from 22,000 feet mean sea level (msl) to 14,000 feet msl, the trim wheel moved to the forward stop. The trim wheel made a "snapping" motion midway through the movement, and then moved aft. The trim wheel continued to move back and forth, so the crew disconnected the autopilot and trim. The airplane wanted to pitch up, and the captain had to apply moderate forward pressure to maintain pitch control. The trim wheel was still jammed, but one crewmember could control the airplane. At 12,000 feet msl, and approximately 23 degrees Fahrenheit outside air temperature, the trim remained immovable. Between 5,000 feet msl and 4,000 feet msl, the trim wheel became moveable. By the time the airplane reached the traffic pattern altitude, the trim wheel moved freely. The outside temperature at that time was 46 degrees Fahrenheit. Examination of the elevator trim units revealed that one trim actuator had leaking shaft seals. Its packing had cracked, and a bearing had seized. The second actuator was dirty, and minor corrosion was on the hardware. The shaft seals leaked, and a rigging device was installed. Service Difficulty Report (SDR) data from August 30, 1990, to February 29, 2000, contained 19 reports of the elevator trim freezing at altitude. Nine of the reports noted that the trim operated normally after descent to lower altitudes and warmer temperatures. Eleven additional reports referenced binding or stiffness at altitude. Some of the airplanes experienced multiple events. During some of the events, the airplane pitched violently. The manufacturer discovered moisture and corrosion in some of the actuators that were submitted for repair after these occurrences. They suspected that leaking seals allowed moisture into the actuators, which froze at altitude. They developed a modification that included installation of additional seals inside the actuator. However, Skywest maintenance records indicate that both unmodified (Part Number 5299) and modified (Part Number 5299-1) actuators experienced problems. Both actuators on the incident airplane were unmodified units. Total time on the airplane was 3,757 hours.
The National Transportation Safety Board determines the probable cause(s) of this incident as follows: Moisture contamination of the elevator trim actuator units resulting in their failure to operate at below freezing temperatures UTube Airport Approach / Landing: