N18106

On January 12, 1996, at 0338 hours Pacific standard time, a Cessna 150, N18106, collided with level terrain in a pasture about 1 mile east of Travis AFB, Fairfield, California. The airplane was destroyed and the private pilot and passenger received fatal injuries. The airplane was rented from the Buchanan Flying Club, Concord, California, and was being operated by the pilot as a personal flight. The flight originated from the Napa County Airport, Napa, California, about 0200 hours. Dark night instrument meteorological conditions prevailed at the time.

At 0235 hours, the pilot contacted the Travis AFB approach control. The pilot was unable to land at Buchanan Field due to weather. He requested a radar vector to the Rio Vista Airport located about 12 miles east of Travis AFB. Travis AFB approach controller vectored the pilot over the Rio Vista Airport, but the pilot was unable to see the airport.

The pilot then requested from the Travis controller a vector to another airport and indicated the weather south of him was instrument meteorological conditions (IMC). The Travis controller informed the pilot that the Davis Airport was 15 miles to the northwest and the Sacramento Executive Airport was 15 miles to the north. The pilot decided to go to the Sacramento Executive Airport. The controller told the pilot to expect to be handed off to Sacramento approach control and to fly heading of three six zero and to maintain visual flight rules (VFR).

The Travis controller then informed the pilot the Sacramento Executive Airport was operating under instrument flight rules (IFR) and the weather was indefinite ceiling and zero visibility. The controller informed the pilot that most of the airports in the area were fogged in and requested the pilot to state his intentions.

At 0256 hours, the pilot reported he was low on fuel and indicated he would like to land at Sacramento. The controller then coordinated with Sacramento TRACON and Stockton air traffic control tower to see if there were any VFR airports in the area.

At 0258 hours, the pilot contacted the Travis controller and indicated that he was at an altitude of 2,000 feet, above the fog, and that the weather appeared to be clearing to the north-northeast. The controller told the pilot to contact Sacramento Approach and expect an IFR approach.

At 0300 hours, the pilot contacted the Sacramento TRACON. The Sacramento Tracon controller informed the pilot the weather at Sacramento Executive Airport was: indefinite ceiling; zero sky; observed visibility 1/8 of a mile; wind one five zero at four; and the altimeter three zero two four. The weather at the Sacramento Metropolitan Airport was: indefinite ceiling; one hundred sky obscured; visibility 1/8 of a mile, fog, wind calm; altimeter three zero two four.

The Sacrametro TRACON controller asked the pilot to state his intentions. The pilot stated he wanted to be brought in. The Sacramento TRACON Controller indicated to the pilot that the Sacramento Executive Airport was closer, and to advise him when he was ready to copy his IFR clearance. The pilot responded by stating the airplane was not IFR equipped. The Sacramento TRACON controller told the pilot the airport was 11 miles, the airport is IFR, and to stand by a second.

The pilot then asked the controller to give him the VOR frequency and that he could "pick that up." The Sacramento TRACON controller then cleared the pilot to proceed direct to the Sacramento VOR. The pilot then asked for the VOR radio frequency.

At 0303 hours, the Sacramento TRACON controller asked the pilot if he had any IFR training and the pilot acknowledged he had. The Sacramento TRACON controller then asked the pilot if he could track a localizer if given a radar vector. The pilot acknowledged he could.

At 0304 hours, the Sacramento TRACON controller asked the pilot how much fuel he had remaining and the pilot indicated he had 15 minutes. According to the Sacramento TRACON controller, the airplane was about 8 miles from the Sacramento Executive Airport at this time.

At 0305 hours, the Sacramento TRACON controller asked the pilot if he had the instrument landing system (ILS) approach plate for the Sacramento Executive Airport. The pilot stated he did not. The Sacramento TRACON controller then assigned the pilot a 360-degree heading to intercept the localizer course followed by the localizer frequency.

At 0308 hours, the Sacramento TRACON controller asked the pilot if he was established on the localizer course. The pilot replied, "negative." The Sacramento TRACON controller then issued to the pilot a 350-degree vector to intercept the localizer. At 1112 hours, the pilot reported seeing light on the ground and asked the Sacramento TRACON controller if he could descend. The Sacramento TRACON controller told the pilot he could descend under VFR at his discretion.

At 0313 hours, the pilot asked the Sacramento TRACON controller where he was positioned. The Sacramento TRACON controller informed the pilot he was over the airport. The pilot indicated that the airplane's altitude was 1,200 feet msl, above IMC, and he wasunable to see the ground.

The Sacramento TRACON controller asked the pilot if he would like to attempt another localizer approach to the Sacramento Executive Airport. The pilot agreed to another approach. At 0314 hours, the Sacramento TRACON controller issued the pilot a 180-degree heading and instructed him to maintain 1,300 feet msl.

Meanwhile, the Sacramento TRACON controller started coordinating to handoff the pilot for a radar controlled approach to Travis AFB. Travis AFB was closed at the time because weather was below minimums with 1/16 mile visibility due to fog. Permission for a civilian aircraft to land on the military facility had to be coordinated throughTravis approach control with Travis AFB operations.

At 0318 hours, the Sacramento TRACON controller informed the pilot that his position was 15 miles from Travis AFB. The controller also informed the pilot that radar approaches were available at Travis AFB and asked the pilot if he would like a radar vector to Travis AFB. The pilot acknowledged the controller's suggestion and accepted a radar vector to Travis AFB.

At 0323 hours, the pilot contacted the Travis AFB RAPCON North Sector controller and reported an altitude of 1,300 feet. The RAPCON controller read the current altimeter setting and instructed the pilot to change to another radio frequency.

At 0324 hours, the pilot began receiving radar vectors from the RAPCON controller. The controller informed the pilot of the minimum descent altitude of 420 feet msl. At 0326 hours, the RAPCON controller informed the pilot he was 4 miles from the runway and asked the pilot to report the when he had the runway in sight. The RAPCON controller continued to radar vector the pilot and at 0327 hours informed the pilot he was 2 miles from the runway. The pilot reported the runway was not in sight.

The RAPCON controller then read the pilot the current weather, "indefinite ceiling of one hundred feet and sky partially obscured with visibility ... one sixteenth of a mile." At 0328 hours, the RAPCON controller told the pilot he was 1 mile from the runway. Seventeen seconds later the RAPCON controller told the pilot he was 1/2 mile from the runway. Twelve seconds later the RAPCON controller told the pilot he was over the approach end of the runway. At 0329 hours, 25 minutes after the pilot reported having 15 minutes of fuel remaining, the pilot said he saw the runway and he was going around.

The RAPCON controller asked the pilot to state his intentions and the pilot stated, "bring us back in, we had it in sight too late." The pilot then asked if he could do a right 180-degree turn and the RAPCON controller approved the request. The RAPCON controller then asked the pilot if he still had the airport in sight. The pilot indicated they were turning. The RAPCON controller cleared the pilot to land on runway 3R. There were no further transmissions recorded from the pilot.

The RAPCON controller indicated in a written statement the aircraft remained on course most of the time and required only minor corrections. The airplane's altitude over the approach end of the runway appeared on the radar as 400 feet msl. The last altitude observed by the RAPCON controller was after the pilot reported seeing the runway lights and appeared on the radar screen at 300 feet.

Travis AFB crash fire rescue personnel were alerted and had been awaiting the accident airplane's arrival. The crash fire rescue personnel heard a bang noise in the fog. A search was initiated for the accident airplane, which was later found outside the perimeter boundary of Travis AFB at 38-15-43 north latitude and 121-54-38 degrees west longitude.

Pilot Information

The pilot held a private pilot certificate which was issued on September 6, 1995, with a single engine airplane rating.

The most recent third-class medical certificate was issued to the pilot in June 1995. According to the Solano County Coroners Office, the pilot underwent surgery in November 1995, and had his gall bladder removed. There was no evidence found indicating the pilot had consulted an aviation medical examiner concerning the surgery.

The pilot's total aeronautical experience consists of about 175 hours, of which about 7.5 hours were accrued in simulated or actual instrument conditions. In the preceding 90 days before the accident, the pilot logged about 56.5 hours, of which 45 hours were in the Cessna 150.

Airplane Information

The airplane had accumulated approximately 6,725 flight hours total time in service. Examination of the maintenance records revealed that the most recent annual inspection was accomplished on April 4, 1995, about 190 flight hours before the accident.

According to the airplane's pilot operating handbook the airplane's total fuel capacity is 26 gallons, which 22.5 gallo...