Napa County Airport, Napa, California

Location :  The Napa County Airport is located 5 miles south of Napa, California.

History : The airport was built by the US military during World War II.

Napa County Airport Today:  Obstructions reported; Gulls and other birds; Helicopter pad; Intensive flight training; Helicopter operations;



Airport Services and Amenities:  Bridgeford Flying Service; Fuel; Air BP Jet, 100LL, Self service; 100LL, 24 hours; Restaurant on the field; Joneyes Steak House; Lodging within 5 miles; Pacific Aerostar, LLC;

Special Events and Attractions: Brewery Tours; Balloon Rides; Ferry to San Francisco; Jelly Belly Factory; Napa Wine Train; Marine World Africa USA;

Airport Area Accident History:

Accident occurred Thursday, January 14, 2010 in Napa, CA
Aircraft: ERCOUPE 415-D, registration: N2332H
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 January 14, 2010, at 1440 Pacific standard time, a Ercoupe 415-D, N2332H, experienced a loss of engine power after takeoff and landed in a field off the end of runway 36R at Napa County Airport, Napa, California. The commercial pilot operated the airplane under the provisions of Title 14 Code of Federal Regulations, Part 91. The pilot was uninjured and the airplane was substantially damaged. Visual meteorological conditions prevailed, and a flight plan had not been filed.

The pilot reported to the Safety Board investigator that both wing fuel tanks were full and the engine run up was normal. Almost immediately after takeoff the engine began to lose power, surged two times, then lost all power. The pilot landed in an open field off the end of the runway. During the landing the nose wheel sank into the soft ground and collapsed.
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Accident occurred Wednesday, November 11, 2009 in Napa, CA
Probable Cause Approval Date: 3/3/2010
Aircraft: CAMERON BALLOONS US A-250, registration: N4062M
Injuries: 1 Serious, 12 Uninjured.
The pilot of the balloon reported that after three unsuccessful landing attempts during the sightseeing flight, he located a grassy 2-3 acre field and positioned the balloon for landing. He stated that the approach was from the northwest at 500-feet and the balloon was traveling about 6 knots. The pilot anticipated winds near the surface to be from the east; however, after descending to 250-feet the balloon continued in a southerly direction, near trees. The pilot executed a controlled descent over a tree and landed firmly. The basket bounced once and came to rest upright with the balloon's envelope against a tree. After the landing, one of the passengers complained of ankle pain and was transported to a hospital. A medical evaluation revealed that the passenger's ankle was fractured. The pilot reported that a passenger landing briefing was completed prior to landing.
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On August 05, 2009, at 0431 Pacific daylight time, a Cessna 182S, N23750, impacted a hill shortly after departing from Napa County Airport, Napa, California. Sierra Madre Corp. was operating the airplane under the provisions of 14 CFR Part 91. The commercial pilot, the sole occupant, was killed. The airplane was substantially damaged. The cross-country personal flight was originating from Napa with a planned stop in Bakersfield, California, and final destination of Santa Fe, New Mexico. Instrument meteorological conditions prevailed in the area surrounding the accident site. An instrument flight rules (IFR) flight plan had been filed and a clearance had been issued; the flight plan was never activated.

During a telephone conversation with a Safety Board investigator, the pilot's spouse recalled that they had been planning a trip down to New Mexico. As for the trip's logistics, she stated that she was a timid flyer, and therefore, opted to take a commercial flight. Her husband planned to fly the accident airplane, which he was a partial owner. He had flown the airplane on this route about 5 times prior and liked to leave early to avoid any weather. For this flight he planned to land in Bakersfield to refuel and then continue on to Santa Fe, where he would meet his wife later on in the day.

The pilot's spouse further stated that after leaving their residence in the San Francisco area, he called her about 0315 reporting that the weather was good. He again telephoned her around 0400 stating that he was at the airplane hangar and preparing to depart.

The pilot received an IFR clearance and correctly read back the following, "BFL from APC via LIZRD3 departure, CROIT transition V108 LIN V23 EHF BFL."

Preliminary recorded radar data covering the area of the accident was supplied by the Federal Aviation Administration (FAA) in the form of a National Track Analysis Program (NTAP) printout from Oakland Air Route Traffic Control Center (ARTCC). The radar data was analyzed for time frame and proximity to the anticipated flight track of the airplane en route as dictated in the pilot's IFR clearance.

The radar data consisted of approximately equidistant radar returns from 0429:17 to 0430:54. The data was consistent with the airplane making a shallow left bank and gradually increasing in altitude towards the east. The target was first identified at a Mode C reported altitude of 100 feet mean sea level (msl). During the proceeding minute, radar returns disclosed a gradual ascent to 1,000 feet msl. The last two returns show an altitude of 900 feet and a slight change of direction to the south. The last radar return was located about 0.5 miles north of the accident site.

A routine aviation weather report (METAR) generated by an Automated Surface Observation System (ASOS) in Napa reported that at 0354 there was a broken cloud layer at 600 feet above ground level (agl) with 10 miles visibility. It recorded the temperature at 55 degrees Fahrenheit; dew point 54 degrees Fahrenheit. An updated weather report at 0454 additionally reported a broken cloud layer at 600 feet agl with no temperature/dew point spread.

The Nation Weather Service facility in Monterey, California, provided the archived weather information of the Napa ASOS at the time nearest to the accident (given with 5 minutes between observations). The information disclosed that at 0430 there was an overcast cloud layer at 600 feet agl with 10 miles visibility. It recorded the temperature at 55 degrees Fahrenheit; dew point 55 degrees Fahrenheit.

The accident site was located in the Napa Valley hills about 3.25 nautical miles (nm) southeast of the departure end of runway 18R at Napa. The main wreckage was located at an estimated 38 degrees 11.429 minutes north latitude and 122 degrees 14.133 minutes west longitude, at an elevation of about 313 feet msl.

The main wreckage came to rest at the edge of a vineyard, with the inboard section of the left wing and tail section near remnants of the burned fuselage. Fragments of the airplane's wheel pants were the farthest debris found from the main wreckage; they were located downslope about 250 feet on a median magnetic bearing of about 345 degrees. All control surfaces were accounted for at the accident site.

The wreckage was recovered to a secure location for further examination.
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Accident occurred Saturday, November 10, 2007 in Napa, CA
Probable Cause Approval Date: 12/20/2007
Aircraft: Piper PA-34-200T, registration: N3038P
Injuries: 1 Uninjured.
The pilot stated he unloaded his passengers at the FBO and was returning to his home airport. He noted he had been distracted during the unloading and pre takeoff phases, and neglected to latch the front cargo door. During takeoff, the forward nose cargo door opened and the pilot decided to abort the takeoff. He opined that the wet runway caused the airplane to hydroplane, which made stopping difficult. The airplane overran the end of the runway, continued about 200 yards, collided with a fence, and came to rest in a canal. The pilot reported no preimpact mechanical malfunctions or failures with the airframe or engine. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to latch the cargo door during preflight. ===
Accident occurred Monday, May 28, 2007 in Napa, CA
Probable Cause Approval Date: 4/30/2008
Aircraft: Cessna TU206G, registration: N7395C
Injuries: 2 Minor, 1 Uninjured.
Shortly after takeoff, a loud noise was heard in the cockpit followed by severe engine vibrations. The pilot knew he was not going to be able to make it back to the airport and made a forced landing in an open salt marsh 3.5 miles southwest of the closest airport. During the landing rollout, the landing gear dug into the soft ground and the airplane nosed over and came to rest inverted. Visual inspection of the airframe revealed no traces of oil on the belly. During the visual inspection of the engine, the turbocharger was found oil soaked, and the number 5 cylinder contained a circular crack around the head with a red discoloration of the top portions of the cylinder fins. The engine was disassembled and investigators noted that the number 5 connecting rod had separated at the crankshaft rod journal. A high pressure air source was utilized to check for blockage of the oil galleys and passages. Investigators noted that the number 5 crankshaft rod journal oil port was blocked with smeared metal; there were no additional blockages found. About 2 to 3 quarts of oil were drained from the oil sump, along with portions of the number 5 connecting rod, pieces of piston and piston rings, and the intake and exhaust lifters for the number 5 cylinder. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: Failure of the number 5 connecting rod due to oil starvation. ===
Accident occurred Wednesday, July 26, 2006 in Napa, CA
Probable Cause Approval Date: 11/29/2006
Aircraft: Cessna 150J, registration: N60816
Injuries: 1 Minor.
The airplane lost engine power and nosed over during a forced landing. The pilot performed a preflight inspection of the airplane and checked the fuel quantity in each wing tank using a fuel measuring stick. He reported that there was no fuel in the left fuel tank, and 5.5 gallons of usable fuel in the right fuel tank. The pilot stated that he had more than enough fuel for the expected 19-minute flight. He performed an engine run-up and executed a normal takeoff. After clearing the mountains west of the departure airport, he radioed the air traffic control tower at the destination airport and requested a special visual flight rules (SVFR) clearance for runway 18. The controller told the pilot to remain outside the class delta airspace and to expect a 10-minute delay for landing. The pilot remained outside the airspace by maneuvering in right circles over a landmark. The pilot said that at this point, the fuel in the right tank lost contact with the fuel pickup port and the engine lost power. The pilot could not make it to the airport from his location and chose to land in a field approximately 5 miles north of the airport. The pilot successfully landed in the field; however, when the nose wheel touched down it dug into the soil and the airplane nosed over. A Federal Aviation Administration inspector examined the airplane on scene and reported that he found no fuel in the left fuel tank and no more than 6 gallons of fuel in the right fuel tank. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: a loss of engine power due to fuel starvation. The fuel starvation was the result of the pilot's inadequate preflight preparation (failure to refuel the airplane before taking off) and his inadequate in-flight decision (to make right turns while holding) that directly led to an unporting of the right fuel tank. ===
Accident occurred Thursday, March 11, 2004 in Napa, CA
Probable Cause Approval Date: 9/14/2007
Aircraft: Mitsubishi MU-2B-40, registration: N966MA
Injuries: 2 Fatal.
The airplane entered a descending turn while on a night visual approach and impacted a river. At 2030, the pilot reported leaving 6,000 feet, and stated that he had the airport in sight. The controller cleared him for the approach. He advised the controller that he would like to cancel his IFR clearance, and switch to the traffic advisory frequency. The controller cleared him to switch to advisory frequency. No further transmissions were recorded from the flight. According to radar data, the airplane was southeast of the airport, and maintaining a westerly heading south of the airport. At 2035, it crossed a river, and began a sharp left turn away from the airport. It completed about 90 degrees of turn before abruptly disappearing from radar contact, with the last radar target on the west side of the river near the impact location. The highly fragmented wreckage was recovered from the river after several weeks underwater. The teardown and examination of the engines disclosed that the left engine was not rotating or operating at the time of impact, and the left propeller was in feather. The type and degree of damage to the right engine was indicative of engine rotation and operation at the time of impact. Investigators found no pre-existing condition on either engine, or with the airframe systems, that would have interfered with normal operation, or explained the apparent shutdown of the left engine. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's failure to maintain control of the airplane following a shutdown of the left engine during a night visual approach. A factor contributing to the accident was the dark night. ===
Accident occurred Wednesday, April 30, 2003 in Napa, CA
Probable Cause Approval Date: 3/30/2005
Aircraft: Eurocopter France AS350B3, registration: N341HP
Injuries: 3 Uninjured.
The pilot made a forced landing after the helicopter experienced an engine over speed and subsequent engine fire when recovering from a practice autorotation. At 600 feet and 80 knots the pilot under instruction (PUI) entered the practice autorotation after the certified flight instructor (CFI) rolled the collective twist grip to idle to simulate an engine failure. The PUI executed the practice autorotation towards the runway. During the recovery sequence the PUI inadvertently and unknowingly engaged the manual fuel control slide lock on his collective as he adjusted the collective for a power recovery, allowing the CFI to twist the collective grip past the "VOL" (fly) position. The engine and rotor RPM oversped due to excessive fuel flow to the engine, which resulted in a catastrophic failure of the turbine section. The airport tower notified the crew that the helicopter was on fire. The crew made a force landing on the runway, egressed, and fire crews arrived to extinguish the fire. The collective twist grip has two normal operating positions. The "MIN" position sets the engine at idle, while turning the grip counter clockwise to the "VOL" (flight) position stop accelerates the engine to a flight rpm setting. At the "VOL" position the DECU (Digital Engine Control Unit) controls the engine power to maintain rpm as the pilot moves the collective. A slide lock device prevents the twist grip from moving beyond the "VOL" position. The manual fuel control slide lock is only on the right pilot seat collective. The twist grip can be moved beyond the "VOL" position by moving a slide lock lever on the collective twist grip forward and rotating the twist grip beyond the "VOL" position. Once the twist grip is out of the "VOL" detent position the pilot input has priority over the DECU and the pilot is manually metering fuel to the engine; this could allow the pilot to increase the amount of fuel delivered to the engine beyond what the DECU is delivering. The slide lock is spring loaded to its retracted locked position unless moved forward, usually by the pilots thumb, approximately 5 mm. At this point it is then "latched" open allowing the twist grip to be rotated beyond the "VOL" position. Post accident examination and testing of the engine fuel control unit and the manual slide lock mechanism found no preimpact mechanical malfunctions or failures. The helicopter manufacturer is aware of four prior inadvertent manual throttle activations that resulted in engine overspeed conditions and damage to both the engines and airframe structures. The manufacturer has discontinued installing the twist grip mechanical flight stop device and replaced it with an electrical solenoid type of configuration on all production AS350-B3 helicopters. This new configuration is also available to current owners and operators as a hardware modification. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilot under instruction's inadvertent activation of the collective manual fuel slide lock, which led to engine and main rotor overspeeds due to excessive fuel flow during power application. This resulted in failures of the gas generator turbine (N1) blades, power turbine (N2) blades, and created an external engine fire. A factor in the accident was the manufacturer's inadequate design of the twist grip slide lock, which had insufficient safeguards to preclude inadvertent activation. ===
Accident occurred Saturday, November 16, 2002 in Napa, CA
Probable Cause Approval Date: 12/28/2004
Aircraft: Bellanca 14-19, registration: N501A
Injuries: 1 Uninjured.
The engine lost power during a missed instrument approach, and the pilot had to ditch the airplane. The airplane came to rest inverted and sank. The flight originally departed a Southern California airport at 0715 on a flight to Napa. The pilot stated that he departed with full fuel tanks consisting of 40 gallons in the main wing tanks (a 20-gallon tank in each wing) and 14 gallons in the auxiliary tank. The pilot did not detect any problems with the airplane during the flight. Upon arriving in the vicinity of Napa he learned that the weather was below IFR minimums. He diverted to Angwin to wait for the weather to improve and landed about 0915. After the Napa weather improved, the pilot departed Angwin at 1030. The pilot said he did not refuel at Angwin and he determined that he had about 30 total gallons of fuel onboard. The pilot received an IFR clearance upon approaching APC. During the localizer approach into runway 36L, he was advised that he was too high and to execute a missed approach. As the flight began the missed approach, the controller issued a holding clearance and the pilot stated "...fuel's getting low..." as a result, the controller issued vectors to intercept the localizer into APC. During climb out, between 2,500 to 3,000 feet, the engine began to lose power. The pilot requested immediate vectors to APC. During this time, the pilot performed emergency operations: switching fuel tanks, engaging carburetor heat, checking mixture control, and engaging the fuel boost pump. This momentarily restored power, and the pilot advised the approach controller; however, within a few moments the engine again lost partial power. The engine completely lost engine power shortly thereafter. The pilot broke out of the cloud layer and was approximately 200 feet above ground level (agl) and found only water below him. The pilot advised the controller that he would be landing in the water and then executed a "slow, stalled landing." The aircraft came to rest inverted. The pilot freed himself from the airplane, and a passing fishing boat rescued him. A FAA inspector examined the airplane and found no evidence of damage or a malfunction that would have caused the engine to stop running. The FAA inspector was unable to determine if there had been fuel on board the airplane at the time of the accident due to water in the airplane's fuel system. Water was also in all of the airplane's systems. According to information provided by Textron Lycoming, the O-435-A engine's typical fuel consumption is 12 to 14 gallons per hour at 60 percent power, and 16 to 18 gallons per hour at 70 percent power. A carburetor icing chart indicated serious icing conditions were favorable during the time of the accident. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: the pilot's inadequate management of the fuel system, which led to fuel starvation and a water ditching. ===
Accident occurred Monday, June 25, 2001 in Napa, CA
Probable Cause Approval Date: 11/28/2001
Aircraft: Cessna 172M, registration: N1409V
Injuries: 2 Uninjured.
During the missed approach the engine lost power, was maneuvered to land, and came to rest inverted after the nose wheel touched down in soft dirt. The purpose of the flight was to conduct instrument training at local area airports. The flight had departed home base approximately an hour away from the accident airport. No discrepancies were noted with the engine during the flight or the approach to land. As the student reached MDA the CFI instructed the student to conduct the missed approach. They climbed straight ahead to 500 feet msl and initiated a left-hand turn for compliance with the missed approach procedure. The engine began to lose power. The CFI declared an emergency and conducted the emergency checklist. She turned towards the runway and slipped the airplane down land on the runway. Due to the altitude, she knew they would not make the runway, so she attempted to land in a grassy area past the departure end of the runway. Again, the airplane was too high for landing and she had to maneuver to avoid the airport perimeter fence. The CFI turned away from the fence. When she returned the airplane to wings level flight the wheels touched down. The nose wheel dug into the soft dirt and the airplane flipped over. Examination of the engine revealed that the exhaust push rod housing and exhaust push rod were bent. The crankshaft was manually rotated establishing valve training continuity. No further discrepancies were noted with the engine. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: Loss of engine power due to the restricted movement of the number 1 exhaust valve that subsequently bent the exhaust push rod and push rod housing. ===
Accident occurred Sunday, May 06, 2001 in NAPA, CA
Probable Cause Approval Date: 11/28/2001
Aircraft: Piper PA-24-260, registration: N8710P
Injuries: 4 Uninjured.
During a forced landing due to a loss of engine power on climb following a touch-and-go, the airplane touched down near the end of the runway, rolled across a field, struck a fence, and stopped in a ditch. The airplane departed 35 minutes earlier with main fuel tanks indicating half full and auxiliary fuel tanks indicating full. The pilot did not verify the indications of the fuel quantity gauges. In the accident type of airplane, takeoffs and landings must be performed with fuel being drawn from the main fuel tanks. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot-in-command's failure to verify the fuel supply before flight, and his improper fuel management, that resulted in fuel starvation and loss of engine power during takeoff climb resulting in a forced landing and collision with ground obstacles. ===
Accident occurred Sunday, January 30, 2000 in NAPA, CA
Probable Cause Approval Date: 10/9/2001
Aircraft: Siai-Marchetti SF260, registration: N65FD
Injuries: 2 Uninjured.
The pilot planned a nonstop flight from Phoenix, Arizona, to Napa, California. Approaching Napa, he realized that his airplane was low on fuel, but he did not so advise control tower personnel. The pilot entered the traffic pattern and while on base leg experienced fuel exhaustion. Unable to glide to the airport, the airplane came to rest in a rough field about 300 yards short of the runway. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: Fuel exhaustion due to the pilot's inadequate en route fuel consumption calculations.

Napa County Airport Approach / Landing: