San Diego, CA, USA
N733JG
Cessna 150G
While on approach to land, about a mile away from the airport, the airplane collided with rugged terrain. The purpose of the flight was to conduct touch-and-go takeoffs and landings. No anomalies were noted with the first portion of the flight. After departure from a local area airport, the student pilot obtained weather information for another local area airport, as well as the accident airport. The other airport, about 20 miles northwest of the accident airport, reported weather conditions as IMC. The accident airport was reporting 7 miles visibility, with no mention of any weather; however, he could see the rotating beacon operating. He requested clearance to land, and was informed that the airport had just gone to IFR operations due to a fog bank that had moved in. The local controller asked his intentions and if he wanted special VFR to land. The pilot indicated that he did. The airplane entered the fog bank. Prior to impact the pilot saw the ground and pulled the yoke full aft. Reported weather conditions prior to the accident were 5 miles visibility with haze and clear skies. A special weather update issued at the time of the accident was reporting 2 miles visibility, mist, and few clouds at 100 feet agl. Weather issued right after the accident reported visibility at 1 1/4 miles, with mist and a broken ceiling of 100 feet agl. Review of the student's logbook revealed that he was endorsed for VFR weather conditions: visibility greater than 5 sm, ceilings greater than 5,000 fee,t and winds less than 15 knots. Official sunset occurred at 1801.
On March 20, 2001, at 1824 hours Pacific standard time, a Cessna 150G, N733JG, collided with terrain about 1 mile short of the airport while attempting to land at Brown Field, San Diego, California. The airplane was operated by Flying J. Aviation, under the provisions of 14 CFR Part 91, and sustained substantial damage. The student pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed for the local area instructional flight. The flight departed Gillespie Field, El Cajon, California, at 1810. No flight plan had been filed. The flight was scheduled to terminate at Brown Field. Recorded weather at Brown Field prior to the accident reported visibility to be 5 miles, haze, sky clear; temperature 63 degrees Fahrenheit; and dew point 57 degrees Fahrenheit. A special weather update, at 1624, reported visibility to be 2 miles, mist, and few clouds at 100 feet; temperature and dew point were reported as 55 degrees Fahrenheit. The first weather report that was issued after the accident indicated that the visibility was 1 1/4 miles; mist; broken ceiling at 100 feet agl; and the temperature/dew point were both 55 degrees Fahrenheit. In the student pilot's written statement to the Safety Board, he stated that he departed Brown Field at 1725 for Gillespie Field to practice touch-and-go takeoffs and landings. After departure from Gillespie Field he observed a marine layer moving in from the west. About 20 sm from Brown Field he obtained weather information via ATIS reports for Montgomery Field, San Diego, as well as Brown Field. He stated that Montgomery Field was reporting instrument meteorological conditions, and that Brown Field was reporting 7 miles visibility, with no mention of fog. He also noted that he could see the rotating beacon for Brown Field. After obtaining ATIS information, the pilot contacted Brown Field tower and requested to land. According to the student, tower personnel instructed him to report over the "lake," and asked if he had the current ATIS information. He confirmed the current ATIS information, as well as his current position over the "lake." He was then instructed to report over the prison. After reporting over the prison, he was instructed to make a turn for runway 26R, and he was cleared to land. The student pilot stated that after he made the turn, he went into the fog. He then saw the ground come up to the airplane. According to the Federal Aviation Administration (FAA), the local controller at the Brown Field Air Traffic Control Tower issued a special VFR clearance to the pilot for entry into Brown Field control zone from the east. The weather conditions at the time included 2 miles visibility in fog. The pilot was instructed to maintain special visual flight rules conditions (VFR) at or below 2,500 feet, and was cleared to land runway 26R. A review of the local controller audiotape by the Safety Board investigator revealed that the student pilot requested a clearance to land at Brown Field. The local controller informed the pilot that a fog bank had moved in from the west, and that he was cleared to land on runway 26R. The controller then provided the pilot with current weather and asked the pilot to state his intentions because the airport had just gone to instrument meteorological (IFR) conditions. The pilot reported that he wanted to land. The controller asked if he wanted something special to land. The pilot again confirmed that he wanted something special to land. The pilot was then asked if he wanted a special visual flight rules (SVFR) clearance, and he replied that he did. He was then cleared to land. The pilot was advised he was about a 1/2 mile from the approach end of the runway and was asked if he had the runway in sight. There was no response from the pilot. The certified flight instructor (CFI) stated that he was out of town when the accident occurred. He had started flying with the student pilot on December 6, 2000. He had spent 12 hours with the pilot; 9 hours of flight instruction and 3 hours of ground instruction. The CFI indicated that the pilot had flown with another flight instructor before coming to him and had accrued about 60 hours. The CFI reported that the student had solo endorsements for pattern work only at the Brown Field airport and only in daytime VFR conditions. The student was not authorized to leave the Brown Field traffic pattern. The student's solo endorsement for VFR weather conditions were: visibility greater than 5 statute miles; ceilings of greater than 5,000 feet; and winds less than 15 knots. According to a sun and moon program utilized by the Safety Board, official sunset occurred at 1801.
The student pilot's poor inflight planning/judgement to continue a flight into IFR conditions and not divert to an airport operating under VFR conditions. Factors were the pilot's misunderstanding of his flight limitations, special VFR, and not obtaining a weather briefing from FSS prior to the flight.
Source: NTSB Aviation Accident Database
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