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A PA-28 pilot neglected preflight weather planning because
he just “planned to stay in the pattern.” After he inadvertently
entered IMC, ATC fortunately came to his rescue.
n I had decided to perform some takeoffs and landings. The
weather was marginal VFR with an observed ceiling that
looked OK. There was mist in the air. Looking north I could
see the mountains (about 5 miles) in mist, I was taking off
to the south. I could see some occasional flashes of blue sky,
and the wind was from the south. During climbout the mist
became light rain and the visibility was becoming worse.
Then the wall of white came and made the airport behind me
disappear. I had no plan for this event. I was just barely at
pattern altitude. I started to turn and was going to descend
to try to find the airport, but I could already tell that I had
my hands full. I was concentrating hard to keep the attitude
indicator wings level and I started a slight climb. I now had
to reduce climb power and keep the plane under control.
By now I was at 2,000 feet, but fighting to keep the attitude
indicator under control…Things were not good, I believe I
was fighting vertigo…I then retrieved my chart (yes, it was
a struggle to maintain control of the aircraft while doing
this) and was able to tune in Approach and made my call
for assistance. They answered! [The controller] had me
enter a transponder code then tune to another frequency.
Having someone to talk to was a great help. He gave me the
altimeter setting, started giving me instructions, all turns
were half standard rate, he kept reminding me to watch the
airspeed, altimeter, and would have me call out when wings
[were] level after the turns. At about 1,200 feet MSL I came
out of the clouds with the runway in front of me. The total
time in IFR was 30 minutes.
I normally don’t fly in marginal conditions, but by…believing
that I was just staying in the pattern, I gave myself a false
sense of security, and ended up with extreme problems. The
decision to take flight was in error due to improper weather/
preflight planning.
“The Ceiling Had Dropped
to My Altitude”
An instrument-rated private pilot on a VFR flight relearned
several important weather-related lessons: Conditions can be
worse than forecast; they may deteriorate more rapidly than
A Monthly Safety Bulletin from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
September 2008 Report Intake
Air Carrier/Air Taxi Pilots 2829
General Aviation Pilots 1008
Controllers 61
Cabin/Mechanics/Military/Other 263
TOTAL 4161
expected; and an emergency declaration may be
the best way to ensure a safe incident resolution.
n I was flying from ZZZ to ZZZ1 at 3,000 feet,
descending to 1,500 feet along the river corridor
after obtaining a Class B clearance. Weather at ZZZ was
clear below 4,000 feet. Forecast for ZZZ1 was 3,000-foot
ceilings. Crossing the harbor, visibility was 5 miles in
haze, as forecast in my preflight briefing. After reaching
approximately the midpoint of river route…I found that a low
layer of fog had formed under me, and the ceilings above
me had dropped to my altitude. Because I could no longer
maintain visual contact with the environment, and because
narrowness of corridor precluded a safe 180 degree turn,
I initiated an immediate climb to 2,500 feet and informed
ATC, saying that I was unable to maintain VFR…I asked for
an IFR clearance… and received a clearance to ZZZ2…and
landed…without difficulty.
First, the flight conditions turned out to be worse than
forecast. Second, I did not appreciate the rapidity with which
the conditions were deteriorating…In the future, I will try to
make better use of inflight weather advisories (ATIS’s enroute,
Flight Watch, etc.) and terminate flight if conditions are
deteriorating rapidly. Second, if conditions are marginal, I
will try to work out with ATC in advance what I should do if I
lose VMC. Third, I will use the words ‘declare an emergency’
if I feel I need more immediate handling for safety.
“A Stall Was Imminent”
The flight crew of a corporate Cessna Citation was deviating
around thunderstorms at high altitude when they encountered
a rapid, unexpected, and very large increase in temperature
that significantly reduced engine performance.
n On IFR flight plan cruising at FL430…Initial OAT (RAT)
-45 degrees Centigrade, had requested from ATC to climb
　
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