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not instrument fl ying; it is to help the VFR pilot keep the
aircraft under adequate control until suitable visual references
are regained.
The fi rst steps necessary for surviving an encounter with
IMC by a VFR pilot are:
• Recognition and acceptance of the gravity of the
situation and the need for immediate remedial
action.
Taxiing to a location that is on the leeward side of a structure
into the wind shadow provides the best option for exiting the
WSC aircraft in high winds. When available, seek assistance
to exit and/or secure the WSC. If no wind shadow is available,
the pilot can turn the WSC aircraft into crosswind and pin
the wing to exit.
Inadvertent Flight into Instrument Meteorological
Conditions (IMC)
Proper fl ight planning using available weather resources
should allow a pilot to avoid fl ying when the probability
of low visibility is high. It is expected that WSC pilots
exercise good judgment and not attempt to fl y when the
visibility is questionable. However, this section is included
as background for this emergency procedure for inadvertent
fl ight into instrument meteorological conditions (IMC), fl ight
without visual reference to the horizon.
Although it is possible to get an attitude indicator installed
in a WSC aircraft, there are no training requirements for
fl ying by instruments for sport or private pilot WSC ratings.
Samples of these instruments are shown in Figures 13-9
and 13-10.
Sport pilots are not allowed to fl y unless there is visual
reference to the surface and three miles visibility. This is
13-17
Figure 13-10. Digital panel with attitude indicator and direction indicator used on some WSC aircraft.
• Maintaining control of the aircraft.
• Obtaining the appropriate assistance in getting the
aircraft out of IMC conditions.
Recognition
A VFR pilot is in IMC conditions anytime he or she is unable
to maintain aircraft attitude control by visual reference to
the natural horizon, regardless of the circumstances or the
prevailing weather conditions. Additionally, the VFR pilot
is in IMC any time he or she is inadvertently or intentionally
and for an indeterminate period of time unable to navigate
or establish geographical position by visual reference to
landmarks on the surface. These situations must be accepted
by the pilot involved as a genuine emergency requiring
immediate action.
As discussed earlier, when entering conditions in which
visibility is decreasing or IMC, the pilot should turn around,
climb, or descend immediately and return to where ground
visibility is known. Do not continue assuming that conditions
will clear and visibility will be regained.
Maintaining Aircraft Control
Once the pilot recognizes and accepts the situation, he or she
must understand that the only way to control the aircraft safely
is by using and trusting the fl ight instruments. Attempts to
control the aircraft partially by reference to fl ight instruments
while searching outside the fl ight deck for visual confi rmation
of the information provided by those instruments results in
inadequate aircraft control. This may be followed by spatial
disorientation and complete loss of control.
The most important point to be stressed is that the pilot must
not panic. Recognize the situation and take immediate action.
The task at hand may seem overwhelming, and the situation
may be compounded by extreme apprehension. The pilot
must make a conscious effort to relax and understand that the
only concern at this point is to fl y toward known visibility.
If climbing into a cloud, reduce throttle and descend. If
descending into a cloud, increase throttle and climb out of the
cloud. If visibility is suddenly lost (e.g. fl ying into a cloud),
turn 180° and fl y toward known visibility.
13-18
Figure 13-11. Analog magnetic compass.
The pilot should remember that a person cannot feel control
pressures with a tight grip on the controls. Relaxing and
learning to control with the eyes and the brain instead of
muscles usually takes considerable conscious effort.
The pilot must believe that the fl ight instruments show the
aircraft’s pitch attitude and direction regardless of what the
natural senses tell. The vestibular sense (motion sensing by
the inner ear) can confuse the pilot. Because of inertia, the
sensory areas of the inner ear cannot detect slight changes
in aircraft attitude nor can they accurately sense attitude
changes which occur at a uniform rate over a period of time.
On the other hand, false sensations are often generated,
　
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