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hills and low mountains…. As I turned in the direction of the
airport, I faced a steep hill with the clouds almost touching it.
I went over the hill and into the clouds, and realized I didn’t
know what would be below me if I descended. I tried it anyway
and broke out [between layers] to find myself, fortunately,
parallel to a wooded ridge. I was genuinely afraid, and
decided I would not try to descend further until I knew what
was below me. I had checked the Automated Surface
Observing System (ASOS) and knew that there was a ceiling
at about 1,700 feet AGL there. I also knew that the terrain was
flat with no towers just to the northeast. I flew to that area and
let down, breaking out at about 1,700 feet and landing….
In the aviation equivalent of painting oneself into a corner,
this pilot left himself no way out. The decision to stay out of
IMC must be made early, while there are still viable options
available.
Stuck On Top
Marginal Clearance
This C210 pilot demonstrated that while a rating can
make instrument flight legal, proficiency is required to
make it safe.
■ I was cleared for takeoff on Runway 29 and told to fly
runway heading. Upon leaving the ground, I was in the
fog immediately and became spatially disoriented. I
fixated on my airspeed and did not realize I was in a left
turn. At 500 feet MSL, I realized that I was on a heading
of 210 degrees. I immediately turned left, just as ATC
called about my deviation and reported that I had come
within 100 feet of the tower.
“I made a very poor decision....”
Airframe icing is a well-documented hazard
associated with winter weather. These recent ASRS
reports suggest that it might be a good time to
review the causes, probable locations, and effects of
icing. Excellent articles on icing and winter flying
are available from the FAA Office of System Safety
and the Aircraft Owners and Pilots Association
(AOPA) Air Safety Foundation.
In a light aircraft, the best tactic for dealing with ice is
avoidance. Once ice has been encountered, the only
alternative is to get out of icing conditions. This C182 pilot
was lucky to escape while his aircraft could still climb.
■ During intercept of the final approach course, ice built up
rapidly on the airframe. I was distracted by the moderate to
severe mixed icing and allowed the aircraft to descend 400
feet below the minimum segment altitude. As a result of the
altitude excursion and the accumulation of ice, I called a
missed approach and requested vectors and a climb
clearance to warmer VFR conditions to melt the ice….
I put my passengers and myself in a dangerous situation
which tested the limits of my ability and that of the aircraft. I
made a very poor decision to attempt the approach
considering the weather surrounding the destination. The
single biggest factor, for which I was unprepared, was
airframe icing. As pilots, we are trained for equipment
failures, however icing presents a situation for which there is
little training, and the only alternative is avoidance or
escape…. I am ashamed and humbled as a pilot by these
events. This scared...me and it will never happen again.
Popsicle Piper
Thanks to this controller’s professional guidance, a frost
bitten Seneca was able to land safely and, apparently, not
a moment too soon.
■ A Piper Seneca enroute at 4,000 feet…came up on
frequency…in a non-radar area and was advised of moderate
rime, mixed, and clear icing in the area with tops at 6,000
feet MSL. Soon the aircraft advised that he had picked up ice
and would like to climb. I issued clearance to 6,000 feet. The
aircraft reached 5,000 feet and advised that he could not
climb any more due to icing. He requested 4,000 feet again
and was cleared. I advised that he was still not in radar
contact, but after two VOR checks it was determined that the
aircraft was approximately 10 miles north of a small airport
and 20 miles north of ZZZ. The pilot advised that he wanted
to go to ZZZ. I gave a clearance to ZZZ at 4,000 feet…. After
the aircraft was radar identified, I commenced vectors for the
ILS 24. The pilot advised that he could not hold the assigned
altitude…and was getting very loaded up with ice. I advised
that the aircraft was above an antenna field 10 miles
southeast of the airport and vectored him around the area….
The pilot picked up the airport visually and landed. After
landing, an airport pickup with flashing beacon had to
provide “follow me” assistance to the ramp due to ice on the
　
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