REDWOOD CITY, CA, USA
N63YZ
Cessna 150J
During cruise flight, about 1/4 mile from the destination airport, the pilot entered fog, altered course, then collided with the guide wire of a lighted commercial radio antenna. The pilot regularly commuted to the destination airport near his work. Weather forecasts obtained by the pilot indicated that low ceilings and visibilities were moving into the area around his destination. As the pilot was approaching the destination airport, he reported observing the airport, as well as cloud layers, over the bay that lay along his flight route. Radar data depicted the airplane's track to within about 1/4 mile of the runway, then an altered course about 180 degrees. Ground witnesses heard the airplane, saw it below a fog bank, and then heard sounds of the airplane's impact with the guide wire and the ground. Local paramedics who responded to the 911 call reported having to search for the wreckage on foot because of the thick fog.
HISTORY OF FLIGHT On February 7, 2000, about 0603 hours Pacific standard time, a Cessna 150J, N63YZ, collided with a guide wire for a local commercial radio tower near Redwood City, California. The airplane, owned and operated by the pilot, was destroyed. The private pilot, the sole occupant, was fatally injured. The purpose of the personal flight was for the pilot to commute to work. The flight was operating under 14 CFR Part 91 when the accident occurred. The pilot did not file a flight plan for the flight. The flight originated at Sacramento Executive Airport, Sacramento, California, about 0510, and was destined for San Carlos Airport. Family members said that the pilot regularly commuted from his home near Sacramento to his job as an electrician at the San Francisco, California, International Airport. On February 6, 2000, at 2053, the pilot telephoned the Rancho Murieta Automated Flight Service Station (AFSS) and obtained an outlook pilot weather briefing for a flight under visual flight rules (VFR) from Sacramento to San Carlos. He telephoned again at 0400 on February 7, and obtained a standard pilot weather briefing for the same route of flight. The AFSS specialist informed the pilot that an airmet existed for ". . . ifr conditions over the entire route for occasional ceilings below a thousand visibility is below three and mist expect it to continue pretty much throughout the morning . . . ." The specialist also indicated that the latest special observation at 0326 indicated: the wind was 260 degrees at 7 knots; visibility was 3 miles in mist; the clouds were scattered at 100 feet mean sea level, and the ceiling was broken at 400 feet above the ground. At 0415, the pilot telephoned the AFSS again. He stated he had checked with San Carlos security who reported ". . . looking at stars above clouds to the north and east and he says probably more than 5 miles away." The pilot then requested the winds aloft forecast for the route of flight and ended the call. At 0510, the pilot contacted the Sacramento TRACON via radio, reported having departed Sacramento Executive Airport, and requested flight following to San Carlos. Sacramento TRACON established radar contact with the airplane and issued a discrete transponder code of 4246. At 0540, after establishing radio and radar contact with Bay TRACON, the flight was provided weather information for San Francisco International Airport, located about 10 miles northeast of San Carlos, because no weather information was available for San Carlos. San Francisco weather was visibility 3/4 miles and a broken ceiling at 200 feet above the ground. At 0544, the pilot informed Bay TRACON that he had visual contact with Hayward Executive Airport, located on the east side of San Francisco Bay, about 15 miles east of San Carlos. He also reported that earlier he had visual contact with San Carlos, ". . . but now there are layers in the bay." Bay TRACON provided weather information for Metropolitan Oakland International Airport of visibility 1 mile and an overcast ceiling at 100 feet above ground level. The pilot responded that the ceiling at Hayward ". . . appears to be 1,500 feet, but clear otherwise." At 0550, the controller asked the pilot if he intended to land at Hayward. The pilot replied he could see the San Mateo Bridge and the Toll Plaza, located on the east side of the bay, and that he intended to land at San Carlos. The controller instructed the pilot to remain outside of Class B airspace, terminated radar service, and issued a transponder code of 1200. After the pilot acknowledged the instructions, there was no further radio contact with the airplane. Radar information provided by the Oakland Air Route Traffic Control Center (ARTCC) indicated that the airplane was tracked from a position, at 0559, over the Hayward Executive Airport to a position, at 0602, about 1/4 mile east of the San Carlos Airport. At that time, the radar track indicated the airplane turned about 180 degrees and the target proceeded northeast bound. A witness who lived in the nearby community of Redwood Shores stated that he was outside his home and visually watched the accident airplane fly directly over his house in a northeast bound direction, away from the airport. The witness said that the airplane was approximately 300-400 feet above ground level (agl), and that he estimated the pilot was using "75 percent of cruise power." The witness explained to the Safety Board investigator that he held a commercial pilot certificate with instrument and multiengine ratings. He said he could see that the pilot was flying below a fog bank, heard that the engine was running smoothly, and observed that the airplane was straight and level. The witness said he lost sight of the airplane and went back into his house. Another witness, who was a construction foreman on a nearby job site, said he heard the sound of a small airplane, low to the ground, and then the crash. He said that the airplane "did not appear to have engine problems." He stated he went outside but was unable to locate the airplane due to the fog. The Redwood City Fire Department responded to the scene and had to initiate a foot search for the airplane due to the dense fog in the area. They said that initially they were unable to see any part of the lighted radio tower due to the fog. Subsequently, search personnel found the airplane wreckage beneath the guide wires of a commercial radio antenna about 2 1/4 miles northeast of the San Carlos Airport. PERSONNEL INFORMATION The pilot held a private pilot certificate with airplane single engine land rating, originally issued on December 12, 1964. The certificate had been reissued on July 8, 1998, due to an address change. He held a third-class medical certificate issued on April 17, 1998. The certificate contained the limitation that the holder must wear corrective lenses for distant vision and possess glasses for near vision. The last entry in the pilot's flight log was dated February 2, 2000, and indicated a flight from Sacramento to San Carlos. According to the flight log the pilot had 1,422 flight hours. The log indicated he had 3.5 actual instrument hours and 78 simulated instrument hours. The flight log also indicated recent flights of dual instrument instruction. AIRCRAFT INFORMATION The airplane, a Cessna 150J, serial number 15070105, was registered to the pilot. The last recorded annual inspection in the aircraft log was dated December 10, 1999. The inspection entry indicated that the flight controls were inspected, the fuel strainer was drained, the fuel vent tube hose connector at the wing root was replaced, the engine air filter was replaced, and the airworthiness directives were checked. The emergency locator transmitter (ELT) was inspected and the battery listed as due August 2000. The airplane total flight hours were listed as 4,095 with a tachometer indication of 1,278 hours. Additional maintenance was conducted on January 31, 2000 according to an aircraft log entry. There were no unresolved discrepancies recorded. Supplemental Type Certificate SA633GL was found in the aircraft records that authorized the use of automotive fuel in the airplane. According to the engine log, the last engine inspection was on December 10, 1999. The engine log indicated that at that time the engine had 544 hours since major overhaul. At the time of the accident, based on the tachometer indication at the accident site, the engine had 606 hours since major overhaul. METEOROLOGICAL INFORMATION At 0603 on the morning of the accident, a special weather observation at San Francisco International Airport listed the wind as 140 degrees at 4 knots; visibility 1 statute mile with mist; cloud ceiling 200 feet overcast; temperature/dew point 10 degrees Centigrade; and altimeter setting 30.24 inHg. Local witnesses and the response report of the fire department indicated that the visibility at the accident site, minutes after the accident, was zero in fog. WRECKAGE AND IMPACT INFORMATION The wreckage was located near a lighted commercial radio antenna. The antenna is depicted on the San Francisco VFR Terminal Area Chart as a group obstruction with an elevation of less than 1,000 feet, and as a VFR check point. The separated left wing was found under a damaged guide wire of the antenna. The left elevator was also found in close proximity to the left wing. The left wing strut was fractured near the fuselage attachment and exhibited concurrent gouges that had the appearance of a wound cable. The left fuel tank and left wheel were found to the west of the left wing and elevator. The main wreckage, consisting of the remainder of the airplane, was located about 300 feet northwest of the left wing. Both fuel tanks were breached. The liquid in the bottom of the fuel gascolator bowl had the odor and coloration of automotive fuel. The propeller spinner retained its conical shape and exhibited flattening against the propeller hub with shearing of the forward half of the cone, consistent with the spinner having been pushed from one side. Dirt was impacted into the engine cowl air scoop. Both propeller blades were bent span wise about the cambered side in a broad arc from root to tip. Both propeller blades exhibited gouges to the leading edge. During the postaccident examination of the engine, the spark plugs exhibited light gray coloration with the electrodes essentially round. The Champion Aviation Check-A-Plug chart characterized the observed spark plug condition as "normal." Both magnetos produced a spark at the electrodes when rotated by hand. After removing the cylinder rocker covers, when the propeller was rotated by hand, thumb compression was obtained in all cylinders and valve action was observed. Control continuity was established from the empennage to the cockpit area. The empennage was separated from the fuselage and retained by the control cables. There was continuity of the cable from the right aileron to the cockpit. MEDICAL AND PATHOLOGICAL INFORMATION The San Mateo County Coroner's Office conducted a post mortem examination of the pilot February 7, 2000. The FAA Toxicology and Accident Research Laboratory conducted toxicological examinations of the pilot. The report of the examinations was negative for carbon monoxide, cyanide, ethanol, and other drugs. ADDITIONAL INFORMATION The aircraft wreckage was released to the owner's insurance representative, Jack P. Denny, Great American Insurance Co. Aviation Division.
The pilot's inadequate weather evaluation and continued visual flight into instrument meteorological conditions. Factors were the pilot's improper remedial action and his self-induced pressure.
Source: NTSB Aviation Accident Database
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