Livermore Airport LVK, Livermore, CA

Location: Livermore Airport (LVK) is located 3 miles west of Livermore, California.

History:

Livermore Airport Today:  Intensive flight training;  Airships; Ballooning; Banner Towing; Helicopter operations;

The Livermore Municipal Airport (LVK) is playing an increasingly important role in the future development of the Tri-Valley. With the Tri-Valley population projected to increase approximately 25% in the next 15 years, the Airport will be called upon to serve the growing air transportation needs of local businesses, as well as many area residents.

The Livermore Airport, a Division of the Public Services Department, is owned and operated by the City of Livermore. The Airport is a General Aviation Airport which serves private, business, and corporate tenants and customers. The airport is located three miles northwest of the City of Livermore adjacent to the Las Positas Golf Course and the Water Reclamation Plant and is situated on 643 acres.

The facility has two parallel runways: a 5,255' lighted main runway, and 2,700' unlighted training runway. The Airport contains 24 City-owned buildings that consist of 392 aircraft storage hangar units, a 2,400 SF Terminal building, an aircraft storage shelter, and a corporate-style hangar building containing 18,000 SF of hangar space and 2,400 SF of office space. The airport owns and operates a 45,000-gallon underground aviation fuel storage facility, dispenses fuel via four tank trucks, and maintains a 24-hour self-serve fuel island with two pumps.

The Airport has 250 ramp tie-down aircraft parking spaces of which over 100 are currently rented. All hangars are rented and there is a waiting list of over 200 people. The airport has approximately 600 based aircraft, over 150,000 annual aircraft operations and sells over 650,000 gallons of aviation fuel each year. The airfield is accessible 24 hours a day and is attended by city employees during the hours listed under “Airport Services". The Air Traffic Control Tower is operated by Federal Aviation Administration (FAA) employees daily from 7:00 A.M. until 9:00 P.M.



Airport Services and Amenities: Ahart Aviation Services; Attitude Aviation; City of Livermore; Precision Static Testing; Sierra Academy of Aeronautics; Vienna Air International; Restaurant on the field; Beeb's Sports Bar and Grill; Lodging within 1 mile; Fuel; Chevron Texaco 100LL; Jet, Jet-premix;

Special Events and Attractions:  Winery; Golf;

Airport Area Accident History:

Accident occurred Friday, June 19, 2009 in Livermore, CA
Aircraft: Gunnoe Velocity, registration: N92VA
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 19, 2009, at 1610 Pacific daylight time, an experimental Gunnoe Velocity, experienced a brake fire in the right brake after aborting the takeoff at Livermore Municipal Airport (LVK), Livermore, California. The pilot/mechanic operated the airplane under the provisions of 14 Code of Federal Regulations Part 91 as a maintenance test flight. The airplane sustained structural damage to the fuselage and firewall. The pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed for the local area flight and no flight plan had been filed.

According to the pilot's written statement he had performed maintenance on the airplane and was taking the airplane out for ground run and test flight. He taxied to the run-up area and noted the winds were out of the west with a quartering crosswind gusting to about 20 knots. The run up was normal, and as he taxied onto the runway he compensated for the wind with left brake. Once on the runway he added power but noted that it was not what he expected. He had to maintain a little more pressure on the left rudder on the takeoff roll. The pilot tapped the right brake to maintain runway centerline, when he noted that the right brake did not feel right. He added back pressure on the flight control and the nose started to come up. At 70 knots, the pilot reported that the roll and lift still did not feel right and decided to abort the takeoff.

The pilot reported that as the airplane exited the runway onto taxiway he utilized the left brake, and then used the right brake to straighten out. The pilot reported that the right brake failed and the airplane spun to the left. He notified the tower that there was a grass fire under the airplane, and he shut the airplane down and exited. Once he exited the airplane he saw that the right brake had caught the grass on fire. The pilot reported that it took at least 10 minutes for the fire department, located on the airport, to respond to the site.
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Accident occurred Monday, April 20, 2009 in Livermore, CA
Probable Cause Approval Date: 7/28/2009
Aircraft: CESSNA 172P, registration: N64204
Injuries: 1 Uninjured.
The student pilot was performing touch-and-go takeoffs and landings on his second supervised solo flight. The airplane landed hard, and bounced back into the air. The pilot added power and released back pressure on the yoke, which resulted in the airplane impacting the runway on the nose landing gear. The forward fuselage and firewall were substantially damaged.
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Accident occurred Wednesday, February 13, 2008 in Livermore, CA
Probable Cause Approval Date: 3/31/2008
Aircraft: Cessna 182, registration: N5407B
Injuries: 2 Uninjured.
The pilot stated that after making a normal landing in a right crosswind of about 18 knots, the airplane ground looped to the right. The airplane sustained substantial damage as a result of its left wing impacting the runway's surface. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate compensation for the crosswind condition and failure to maintain directional control during landing. === Accident occurred Saturday, February 17, 2007 in Livermore, CA
Probable Cause Approval Date: 4/25/2007
Aircraft: Peay Quckie Q-200, registration: N57RM
Injuries: 1 Uninjured.
The airplane veered off the runway and nosed over during an aborted takeoff. The pilot reported that this was his first flight in the airplane. The airplane would not climb after liftoff and he decided to abort the takeoff and land the airplane from an altitude of 4 feet. The landing attempt resulted in a bounced landing. The airplane veered off the runway at 40 knots, traveled through muddy grass, and nosed over. The pilot stated that he misperceived the problem and did not apply the required control input force to effectively move the elevator, which would have resulted in greater pitch control. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot failed to maintain directional control during an aborted takeoff. === Accident occurred Friday, March 23, 2007 in Livermore, CA
Probable Cause Approval Date: 8/30/2007
Aircraft: Sukhoi SU-29, registration: N360JP
Injuries: 5 Uninjured.
The pilot of the Cessna T210N said that he had landed on runway 25R and exited the runway on taxiway E. He said he contacted ground control and requested to taxi to the southeast T-hangars (requiring him to cross the active runway 25R). He said that ground control cleared him to taxi on taxiway A, to taxiway C, and hold short of runway 25R. The pilot said that upon reaching the intersection of taxiways A and C, he held on taxiway A (facing east) to permit any landing aircraft to exit the active runway at taxiway C. The pilot of the Sukhoi SU-29 (a tail wheel aircraft) said that he also landed on runway 25R and exited the runway on taxiway E. He changed his radio frequency to ground control and requested to taxi to the northeast T-hangars. Ground control cleared him to taxi on taxiway A to the T-hangars. The pilot said that he commenced to taxi. He said he saw the Cessna "at the last minute", and reduced his power and braked his aircraft. He said his propeller damaged the left elevator and left stabilizer of the Cessna The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain clearance from another aircraft holding on the taxiway while taxiing from landing. The pilot's inadequate visual lookout was a factor. === Accident occurred Monday, April 30, 2007 in Livermore, CA
Probable Cause Approval Date: 7/25/2007
Aircraft: Cessna 172R, registration: N28BC
Injuries: 1 Uninjured.
The student pilot reported that he was doing touch-and-go landings and that on his sixth landing approach (simulated short filed landing) the airplane was "a little high." The pilot stated he "decreased altitude" by decreasing throttle and "reduced pitch" while maintaining an approach speed of 65 knots. The pilot stated the airplane was over the runway and that just before he was ready to flare, the airplane "suddenly impacted" the runway in a nose-low attitude. The airplane sustained substantial damage to the firewall as a result of the hard landing. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's improper flare during landing. === Accident occurred Saturday, June 16, 2007 in Livermore, CA
Probable Cause Approval Date: 1/31/2008
Aircraft: Hill Europa XS, registration: N214KS
Injuries: 2 Fatal.
Witnesses observed the airplane reach about 300 to 400 feet above ground level (agl) in the initial climb as it approached the departure end of the runway. The airplane then descended about 100 feet as one witness heard the engine begin to sputter, and then lost power. The airplane made a hard left turn and continued to descend while reversing course, consistent with the pilot attempting to return to the runway. As the airplane came close to completing a 180-degree turn, the airplane stalled and dove toward terrain. The airplane impacted in a near-vertical attitude and erupted into flames. The pilot, who was the airplane's builder, had amassed about 300 hours in the accident airplane. The terrain at the end of the departure runway was characteristically flat, stretching over 6,500 feet beyond the runway, and consisted of a golf course and open fields. Investigators found no evidence of preimpact mechanical malfunctions or failures during the examination; however, the extremely impact damaged and thermally consumed wreckage precluded many components and systems from being inspected. An article in the EAA Sport Aviation newsletter detailed the flight characteristics of an Europa that was configured similar to the accident airplane. In pertinent part, it stated that stalls, both with level flight and idle power, are abrupt with a 5- to 10-degree nose drop accompanied by a 5-degree right wing drop. The article reported that there is virtually no traditional stall warning, such as airframe buffeting. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the loss of engine power for an undetermined reason during the initial climb, and the pilot's failure to maintain adequate airspeed while attempting a return to runway maneuver, which resulted in a stall/spin.
=== Accident occurred Friday, December 23, 2005 in Livermore, CA
Probable Cause Approval Date: 5/29/2007
Aircraft: Beech 36, registration: N5942S
Injuries: 2 Fatal.
The airplane collided with terrain 9 miles from the destination airport. The pilot was cleared for the instrument landing system approach into the airport. During the descent, the airplane was below the glideslope but tracking the localizer. The pilot contacted the air traffic control tower controller and was cleared to land. The last recorded radar target for the airplane was at 1,600 feet mean sea level (msl) and the initial impact occurred at 1,400 feet msl. The radar data indicated that the target maintained a descent rate of about 1,100 feet per minute during the last minute of flight and was flying at a radar derived ground speed of approximately 112 knots. Though the en route controller received a minimum safe altitude alert (MSAW), he had transferred control of the airplane 1 minute prior to the receipt of the initial MSAW alert. However, the airplane crossed a named intersection at 3,300 feet msl after it was cleared to cross the intersection at 4,000 feet msl while under the en route controller's control. The en route controller did not advise the pilot of the altitude deviation. The air traffic control tower controller did not issue an MSAW to the pilot, even though the equipment was configured to receive MSAW alerts. The tower controller said that he did not recall receiving the alerts and no recording was available to indicate whether or not an aural MSAW alert was received. An evaluation of the operation of the MSAW alerting system following the accident showed that it was functional. Examination of the airframe and engine did not reveal any mechanical anomalies to preclude normal operation. Metallurgical examination of the altimeter showed that the 10,000-foot pointer was not at its correct position at the time of impact and at an undetermined time prior to the accident, moved aft on its shaft and became loose. The effect of the 10,000-foot pointer on the pilot's flight performance could not be ascertained with the available evidence. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain the appropriate glidepath alignment during an instrument landing system approach, resulting in collision with terrain. A contributing factor to the accident was the failure of the air traffic controllers to issue a minimum safe altitude warning (MSAW) alert. === Accident occurred Thursday, May 20, 2004 in Livermore, CA
Probable Cause Approval Date: 7/7/2005
Aircraft: Eurocopter France AS350 B3, registration: N216HP
Injuries: 2 Uninjured.
The helicopter drifted aft while the pilot was hover taxiing into position for landing and the tail rotor struck a chain link fence, damaging the tail rotor and tail boom. Following the tail rotor strike, the pilot hovered the helicopter forward and landed. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain clearance from obstructions while landing. === Accident occurred Thursday, May 20, 2004 in Livermore, CA
Probable Cause Approval Date: 9/1/2004
Aircraft: Piper PA-34-200T, registration: N5361R
Injuries: 2 Uninjured.
The airplane veered to the left off the runway during the landing roll and collided with terrain. The pilot applied right rudder in an effort to counteract the veer, but the airplane continued to the left, off the runway surface. The airplane impacted a drainage pipe and embankment, despite the pilot's attempted corrections. The pilot reported no preimpact mechanical malfunctions or failures with the airplane. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilot's failure to maintain directional control. === Accident occurred Friday, May 30, 2003 in Livermore, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Piper PA-44-180, registration: N3060K
Injuries: 2 Uninjured.
The airplane collided with trees and rising terrain while on an instrument flight plan and in communication with Air Traffic Control (ATC). The instrument rated certified flight instructor (CFII) and pilot under instruction executed the Livermore One standard instrument departure (SID) and were initially cleared to 4,000 feet when they were given a takeoff clearance. After being switched to departure frequency, the CFII called departure control but did not receive a response. A short time later the departure controller issued a clearance to another aircraft to maintain 2,000 feet and a heading of 010 degrees. The CFII acknowledged this clearance with his airplane's abbreviated call sign and complied with the instructions. The ATC controller did not detect the incorrect read back. The airplane was in instrument meteorological conditions and below the radar acquisition altitude. The CFII saw terrain and trees at wing level directly ahead through breaks in the clouds, took control of the airplane, and made a hard climbing right turn. The CFII then reported to ATC that they had a collision with terrain and were climbing to 3,000 feet. The ATC controller responded and cleared them to 5,000 feet, then further cleared the flight to another airport where a successful landing was accomplished. The left wing leading edge, left aileron and left engine nacelle sustained substantial impact damage. Audition of the recorded air/ground communications tapes disclosed that the pilot of N3060K exclusively used the abbreviated call sign of 60K when communicating with ATC and the ATC controller's annunciation of call signs were often abbreviated, spoken quickly, and difficult to understand. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilots acceptance of a clearance meant for another aircraft. Contributing to the accident was the failure of departure controller to detect the pilot's incorrect read back and the controllers improper radio technique, which increased the chances of call sign confusion. === Accident occurred Sunday, July 13, 2003 in Livermore, CA
Probable Cause Approval Date: 11/25/2003
Aircraft: Maysmike Pitts S1S, registration: N25SF
Injuries: 1 Uninjured.
The airplane ground looped during the landing roll. After practicing touch-and-go's at another airport, the pilot returned for landing. The touchdown was normal except for a "slight bounce." During the roll out, the left wing lifted and the airplane turned slightly to the left. The pilot applied "rudder correction with [the] stick full back." The airplane continued to turn left and he attempted differential braking; however, the airplane continued to turn left. The airplane came to rest facing about 90 degrees left of the runway heading. The right wing sustained a broken spar and broken ribs, and the right landing gear was bent during the turn. In a post accident examination, all flight controls functioned properly and no preimpact anomalies were found. The winds reported at 0953 were 240 degree at 6 knots. The winds reported at 1053 were 230 degrees at 7 knots. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate compensation for crosswind conditions, which resulted in a loss of directional control and a ground loop. === Accident occurred Sunday, July 20, 2003 in Livermore, CA
Probable Cause Approval Date: 11/25/2003
Aircraft: Cessna 172N, registration: N73857
Injuries: 1 Uninjured.
During a landing attempt the airplane porpoised on touchdown and bounced at least two times. The pilot performed a go-around and landed uneventfully on the second attempt. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's misjudged landing flare, which resulted in a porpoise pilot induced oscillation and hard landing. === Accident occurred Thursday, July 24, 2003 in Livermore, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Beech V35B, registration: N386TC
Injuries: 1 Uninjured.
The commercial pilot reported a loss of engine power during cruise flight. He said he noted the fuel pressure dropping, and he pushed full forward on the throttle. He indicated he also turned the fuel boost pump on, and switched fuel tanks, although he does not recall which tank the fuel selector was on at the time of the power loss. He was unable to restore power, and a forced landing was made in vineyard. Postaccident inspection of airplane disclosed no preimpact mechanical anomalies. Recovery personnel stated that a quarter ounce of fuel was drained from the fuel strainer, 7 ounces from the left tank, and 9.8 gallons from the right tank. An FAA inspector was present when the engine was inspected and ran. Fresh gasoline was added to the left fuel tank, and the engine was started and run without any observed abnormalities. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate fuel management, which resulted in fuel starvation and a loss of engine power during cruise flight. === Accident occurred Monday, May 13, 2002 in Livermore, CA
Probable Cause Approval Date: 7/29/2004
Aircraft: Cessna 152, registration: N48512
Injuries: 2 Minor.
The pilots reported that the airplane experienced a partial loss of engine power and collided with trees during an off airport emergency landing. Both the certified flight instructor (CFI) and the student noted that the engine was running rough, "like a rough running magneto" as the airplane climbed over a ridge line. The engine was producing power, but not enough to sustain flight, and the airplane started to sink. The CFI executed a forced landing and collided with trees in the mountainous terrain. A carburetor icing chart indicated that moderate icing conditions were favorable. Detailed examination of the fuel system disclosed no discrepancies in the tanks, lines, carburetor, or the vent system. The engine was mounted in a test stand and ran throughout the complete range of power output from idle to full with no anomalies found. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: A loss of engine power due to the failure of the CFI to apply carburetor heat which resulted in carburetor icing. The unsuitable landing area in mountainous terrain, and carburetor icing conditions were factors. === Accident occurred Sunday, November 10, 2002 in Livermore, CA
Probable Cause Approval Date: 7/29/2004
Aircraft: Bellanca 7ECA, registration: N88408
Injuries: 2 Uninjured.
During a touch-and-go landing on runway 25R, the airplane bounced and started to veer left into the wind, so the pilot decided to execute a go-around. However, the airplane's left wing hit the ground. After the airplane departed the runway and crossed two taxiways, the pilot closed the throttle and landed the airplane in the ramp area. As he landed, he applied left brake to avoid hitting a corporate jet in his path, and the right wing tip impacted the ground. The reported winds were from 200 degrees at 13 knots. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain directional control during landing. A factor in the accident was the crosswind. === Accident occurred Friday, January 05, 2001 in Livermore, CA
Probable Cause Approval Date: 1/23/2002
Aircraft: Cessna 152, registration: N6165M
Injuries: 1 Uninjured.
After touchdown the airplane porpoised down the runway, the nose landing gear collapsed, and the airplane departed the runway. The purpose of the flight was to conduct touch-and-go takeoffs and landings. The student pilot had been flying for 1 hour 45 minutes, and had conducted 14 touch-and-go takeoffs and landings prior to the accident. A pilot that landed prior to the accident pilot reported a quartering tailwind. The student pilot decided to make the accident landing a full stop. When the airplane touched down she noted her airspeed to be 70 knots. The airplane landed hard, bounced in the air, and porpoised down the runway before the nose landing gear collapsed. No discrepancies were noted with the airplane or engine by the pilot. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The student pilot's inadequate compensation for a tailwind during final approach and her improper recovery from a bounced landing. === Accident occurred Sunday, February 06, 2000 in LIVERMORE, CA
Probable Cause Approval Date: 12/14/2001
Aircraft: LUTES KITFOX II, registration: N91EL
Injuries: 1 Uninjured.
According to the pilot, the conventional gear equipped airplane touched down on runway 7R and the crosswind picked up the right wing. He said that once the wing lifted he was unable to compensate and the airplane veered suddenly to the right and ground looped. He said there were no mechanical malfunctions with the airplane. The winds at the time were from 050 degrees at 11 knots. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate compensation for the existing crosswind condition and his failure to maintain runway alignment. === Accident occurred Saturday, November 04, 2000 in LIVERMORE, CA
Probable Cause Approval Date: 11/6/2001
Aircraft: Piper PA-28-140, registration: N9986W
Injuries: 1 Serious, 1 Uninjured.
After making a forced landing in an open field due to a loss of engine power, the airplane sustained substantial damage when it collided with a berm. The purpose of the flight was for the first pilot to gain more experience flying the airplane, as he was not familiar with it. He had asked one of the part owners of the airplane to act as his safety pilot during the flight because he was going to practice IFR procedures. During an ILS-localizer approach, the first pilot inadvertently switched the fuel selector handle to the "OFF" position. The engine lost power. The first pilot was unable to move the fuel selector back to its original position. The safety pilot took control of the airplane, declared an emergency, and landed the airplane. The first pilot informed the responding police officer that he believed the fuel selector positions were "LEFT-OFF-RIGHT." The actual positions of the fuel selector were "OFF-LEFT-RIGHT." The officer observed the fuel selector handle pointing towards the "OFF" position. The fuel selector handle was examined. It was difficult to move, as if there was not enough lubrication on it, but it functioned properly. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's lack of familiarity with the airplane's fuel system. This lead to the pilot inadvertently switching the fuel selector handle to the "OFF" position and subsequently to a loss of engine power due to fuel starvation.

Livermore Airport Approach / Landing: