Madera Municipal Airport, Madera, CA

Airport Location:  The Madera Municipal Airport is located 3 miles north west of Madera, California.

Airport History:


Madera Airport Today: Agriculture and Helicopter operations; Parachuting; RC Models; Ultralights;



Airport Services & Amenities:  Barber Aviation;  Bode Enterprises; Transierra Technology; Taxi and rental cars available; Food and lodging within 2 miles;  Fuel; Air BP Jet, 100LL, Self service; 100LL, Jet, 24 hours;

Special Events and Attractions:  Golf;

Airport Area Accident History:

On May 9, 2009, at 1405 Pacific daylight time, a Cessna 182M, N71165, veered off the runway during the landing roll at Madera Municipal Airport, Madera, California. The airplane is registered to, and operated by, Madera County Aircrafters, Inc. The flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91, as a local personal flight. The private pilot, the only occupant aboard the airplane, was not injured. The airplane was substantially damaged. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated at Madera Municipal Airport at 1350.

The private pilot reported that the purpose of the flight was to remain in the traffic pattern and do touch-and-go landings on runway 30. The pilot reported that during the first landing, just as the nose gear touched down the airplane veered to the right. The pilot stated that the airplane did not respond to the left rudder inputs and that the application of the left brake resulted in only a slight correction back towards the runway centerline. The airplane exited the right side of runway 30 where it crossed a grass covered median and impacted the taxiway edge. The nose gear collapsed, and the airplane skidded to a stop on the opposite side of the taxiway. Impact with the taxiway resulted in structural damage to the firewall and fuselage. Examination of the airplane by a Federal Aviation Administration inspector revealed that, the steering linkages were extensively damaged in the accident; however, nose wheel steering continuity was established
visually.

According to the Automated Surface Observation System report at the Madera Municipal Airport, the 1353 observation was, in part, wind from 290 degrees at 12 knots. There were clear skies and no obstructions to visibility.
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On March 28, 2009, about 1330 Pacific daylight time, a Cessna T210L, N2445S, impacted the terrain during a forced landing about one mile north of Madera Municipal Airport, Madera, California. The private pilot and his passenger received serious injuries, and the airplane, which was owned by the passenger, sustained substantial damage. The 14 Code of Federal Regulations Part 91 personal pleasure flight, which departed Harris Ranch Airport, Coalinga, CA, about 40 minutes prior to the accident, was being operated in visual meteorological conditions. No flight plan had been filed.

According to the pilot, when he entered the traffic pattern at Madera, where he planned to make a full-stop landing, he asked his passenger if he would also like to make one landing for currency. Since the passenger replied that he would like to make a landing, the pilot changed his planned full-stop landing to a touch-and-go. During the initial climb after the touch-and-go, the airplane's engine began to sputter, and about five seconds later it lost all power while it was about 500 feet above ground level (AGL). The pilot checked to make sure the magneto switch was in the BOTH position, but because of the low altitude and the descent of the airplane, he did not make a restart attempt. Instead he decided to focus on making a power-off forced landing. He therefore turned toward a nearby open area, left the gear fully retracted, and concentrated on making a successful touchdown. After the touchdown, the airplane slid across a road and entered a grape
orchard where the vegetation was supported by closely spaced posts.

When a Federal Aviation Administration (FAA) Inspector responded to the scene about two hours after the accident, he found no fuel in either of the airplanes wings. He then confirmed that the fuel caps were on tight, and checked for any evidence of in-flight or on-ground fuel leakage, of which there was none.

During the investigation, it was revealed that when the local fire department used a hydraulic cutting device to remove the injured occupants, they severed the fuel line that runs down the right forward door post. Because the airplane came to rest with the right wing higher than the left, this action would have allowed any remaining usable fuel from the right wing to drain out after it was cut. Therefore, the NTSB Investigator-In-Charge (IIC) contacted the on-scene commander from the Madera Fire department to determine if fuel had drained from that line. According to that individual, who confirmed that he had seen the door post being cut, and also observed the occupants being removed, no fuel drained from the line.

An FAA-monitored post-accident inspection of the engine and the airframe did not reveal any evidence of malfunctions or anomalies that would have precluded the engine from producing rated horsepower, or would have allowed fuel to leak from the airplane.

According to the pilot, earlier in the day, prior to the flight from Madera to Harris Ranch, he used a fuel tank dipping tube to measure the level of both fuel tanks. At that time he estimated each tank was about one-half full (about 22 gallons each), which would have provided a little over two hours flying time based upon his flight planning fuel flows. He then flew to Harris Ranch and back, for a total block-to-block time that he said could have been as much as one hour and twenty minutes.

When questioned further by the IIC about his fuel measurement and fuel monitoring process, the pilot stated that the wing tank fuel dip tube was not one of the types that had been designed and marked specifically for use on the Cessna 210. He also confirmed that neither he nor the owner had put the tube through a calibrating process that would ensure its accuracy with this specific airplane. He also confirmed that although he had dipped the tanks prior to leaving Madera, he had not done so prior to the return flight from Harris Ranch. Upon further questioning, he also stated that he did not remember checking the fuel quantity in the left tank when he switched to it upon entering the pattern, nor did he check the left tank fuel level prior to asking the passenger if he would like to make a landing. When asked why he selected the left tank for landing, he said that it was standard procedure with this airplane because the owner had at some time in the past
experienced a momentary interruption in fuel flow from the right tank while at altitude. Because of that event, both this pilot and the owner always switched to the left tank upon entering the pattern, regardless of which tank had the higher fuel level.
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Accident occurred Tuesday, April 03, 2007 in Madera, CA
Probable Cause Approval Date: 6/27/2007
Aircraft: AC Mfg & Dev't Co CH 2000, registration: N368AM
Injuries: 1 Uninjured.
The solo student pilot was landing and the airplane ballooned while on short final. The airplane touched down hard on the main gear and porpoised down the runway. During the accident sequence, the firewall was wrinkled. The student pilot stated that no mechanical malfunctions occurred. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The improper flare which resulted in a hard landing and porpoise. ===
Accident occurred Thursday, May 18, 2006 in Madera, CA
Probable Cause Approval Date: 10/31/2006
Aircraft: Cessna 172S, registration: N3544Z
Injuries: 1 Uninjured.
During the landing roll out, the airplane veered off the left side of the runway and impacted a runway marker sign. The purpose of the flight was to practice takeoffs and landings. During the first landing, the student pilot noticed that the wind seemed to be pushing the airplane to the right, but he executed the landing without incident. On the second landing, the airplane touched down just past the runway numbers, and he pulled the power back to idle. The pilot said that the airplane veered to the left of the runway centerline and was headed toward the left runway edge. He attempted to correct with slight right rudder, and did not use full right rudder input to return the airplane to the runway because he felt that full right rudder input would cause the airplane to flip over. He allowed the airplane to continue off the runway and applied the brakes. The airplane's left wing strut hit a runway marker sign and the airplane came to a stop beside the runway. The pilot stated that the airplane and engine had no mechanical failures or malfunctions during the flight. Reported wind conditions at the time of the accident were from 150 degrees at 5 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 the landing rollout. ===
Incident occurred Thursday, February 19, 2004 in Madera, CA
Probable Cause Approval Date: 7/7/2005
Aircraft: Bell 407, registration: N601MT
Injuries: 2 Uninjured.
The pilot executed an autorotative emergency landing following the failure of the number 6 tail rotor drive shaft hangar bearing while maneuvering. The check pilot and pilot were maneuvering the helicopter when it shuddered momentarily, followed by a heavier airframe vibration. The helicopter rolled left as it climbed to 500 feet. The check pilot attempted to turn right towards the airport; however, the helicopter rolled to the left again. The check pilot regained control, shut the engine down, and completed an autorotation to a field. The tail rotor drive shaft coupling was supported by the aft hangar bearing, and inspection revealed that it had sheared in torsional overload due to an overheated and seized number 6 hangar bearing. Post accident examination revealed that the hangar bearing inner race and the balls had large heat affected zones from overheating during operation (the metal in the races ball path had been molten and then had resolidified). The grease was also black and dry, with imbedded metal particles. A series of service bulletins, alert service bulletins, and airworthiness directives (including an emergency AD issued by the FAA ) had been issued beginning in October 2001 through 2004 concerning the overheating and failure of the hangar bearings. The bulletins and airworthiness directives dealt with, in part, the modification of the helicopter to include cooling ducts and changes to existing bearings to prevent overheating and eventual bearing failure. The ADs mandated inspections of the hangar bearings every 25 hours of flight; bearing replacement before further flight was called out if metal particles or "black" grease was observed at any bearing. The National Transportation Safety Board determines the probable cause(s) of this incident as follows: the failure of the number 6 hangar bearing due to overheating. A factor in the accident was the operator's likely inadequate compliance with service bulletins and airworthiness directives on this issue, along with an inadequate maintenance inspection program for the bearings. ===
Accident occurred Sunday, February 24, 2002 in Madera, CA
Probable Cause Approval Date: 3/2/2004
Aircraft: Cessna 172N , registration: N1977F
Injuries: 1 Uninjured.
During a local daytime flight the pilot became disoriented. He made a precautionary landing in a small airstrip used for model airplanes . On rollout, the airplane overran the end of the 700-foot-long field, impacted a berm, and nosed over. The pilot subsequently reported that he had landed because it was getting dark, it was foggy, and he had become disoriented. The responding sheriff reported that no fog was noted in the area, the visibility was not restricted, and it was daylight. Airports 10 to 15 miles from the accident site also reported having a clear sky condition and unrestricted visibility.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's becoming lost/disoriented. ===
Accident occurred Thursday, October 12, 2000 in MADERA, CA
Probable Cause Approval Date: 1/2/2002
Aircraft: Tolle VENTURE MODEL 20, registration: N353
Injuries: 1 Minor.
Seconds after the pilot took off in his experimental airplane, the engine experienced a partial loss of power. The pilot made a forced landing on a rural road and collided with a pole during rollout. An examination of the airplane revealed that a check valve in its fuel sump tank was stuck in mostly the closed position. This malfunction resulted in engine fuel starvation . The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The mechanical failure of a fuel sump tank check valve, during takeoff initial climb, that resulted in fuel starvation . ===
Accident occurred Wednesday, June 21, 2000 in MADERA, CA
Probable Cause Approval Date: 10/2/2001
Aircraft: Ward SIDEWINDER, registration: N4119Q
Injuries: 2 Uninjured.
This was a cross-country flight from Oregon to California with two en route stops planned to refuel. The flight departed at 0730, with refueling stops along the way. A departure time of 1120 was made from the second airport. The pilot indicated that the airplane had a fuel capacity of 20 gallons and a burn rate of 8 gallons per hour, approximately 2 1/2 to 3 hours of flight, and was not equipped with flaps. After arrival at the destination airport, at 1320, he made three attempts to land. Due to winds and a high temperature he was unable to land. On all three attempts, he landed approximately halfway down the runway, and did not feel there was enough room to safely come to a stop. He departed the airport at 1345 to attempt a landing at an airport approximately 20 nmi from his current position; passing by an airport 5 miles from his current location because he did not have a transponder onboard the airplane and did not want to enter Class C airspace without it. Approximately 6 miles from the airport the engine quit, and the pilot started looking for a place to make an emergency landing. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's inadequate short field landing procedure and his delayed decision to proceed to an alternate destination, which resulted in fuel exhaustion and a subsequent hard landing during the emergency descent.
Airport Approach / Landing: