Simviation Forums

This guy made it - barely

http://www.alexisparkinn.com/photogalle ... assist.mp3

what you are hearing: VFR pilot continues into IFR and loses control of the aircraft while trying to fly by reference to the instruments - he has the presence of mind in his panic stricken state to call the flight service station with a mayday - you will hear the conversation between the pilot and FSS personnell, the coordination between FSS and ATC via land line, and the phone conversation between FSS and the pilot after the flight.

major killer of VFR rated pilots - my advice, dont push your luck with continued VFR flight into weather conditions that are deteriorating into IFR conditions. The cost of the rating seems cheap when you consider the alternative.

Most people do this because they planned a fuel stop within an hour of home on a long flight and they want to beat the weather or because they are only miles away from the destination and weather conditions are deteriorating and they "need" to get there.

Whats worse is when someone actually gets away with it, then they feel as if they can get away with it again and again.

And pretty much every flyer who says he hasnt ever been guilty of this is a liar. ;-)

That was interesting. I sure would like to hear the conversations that got him clear of IMC and on the ground.

That was put together as a promotion to keep ATC more, or mostly, government controlled. I don't really have a stance on this issue, as I've had nothing but positive, professional experiences with both government ATC/tower and private ATC/tower. I guess there's always goint to be lingering animosity from the day when they (government ATC) walked off the job.

As for the lying part.. lol      I've flown into IMC as a non-instrument pilot, but never knowingly continued into worsening conditions  ;)   I was flying up to Lake Erie at night. Forecast was for, "broken at 8000".  I was motoring along happily at 6000 and...... BOOM,,   white out  :o    I'll admit I was terrified. But I did what you're supposed to do:  Constant-rate (2 minute) turn 180 degrees back to where you know it "was" clear.

Now      since being instrument rated and not intimidated by extended time when you can't see your wing-tips..  I'll admit that I've "snuck" my way through some IMC, relatively confident that it was only gonna be for few miles and might, at most, require a descent.. and worse-case scenario would be calling FSS and filing in flight (or giving up and turning around). BUT, that was never anywhere near an airport, or congested airspace..

the issue of privatizing ATC is an interesting point that is somewhat related to this thread.

some people out there feel that the privatization of ATC will lead to "favoritism" of certain agencies or corporations.

I feel that Air traffic control is a public service that is safety related. therfore it falls under government control. my 2 cents worth on that issue.

Ill also admit that there have been times that i have snuck through some IFR areas when i shouldnt have. but it was always when i was confident that the IMC would only last a couple of minutes at the most.

BUT - im sure there are a few dead and buried pilots out there who's last justification for entering IMC was "Well... it looks clear on the other side, im sure the bases of this stuff are 6 or 7 thousand feet - it should be ok." then as they decend through the cloud layer - the bases AREN'T 6 or 7 thousand feet. they fixate on attitude - omitt the altimeter and then you have controlled flight into terrain followed by a closed casket funeral.

Like i said - we have all done it once or twice - but the point we need to make to the new pilots on the base roster ;-) is that it really only takes ONE time to kill ya

I have a version of this on my computer somewhere that i have included in a class discussion type situation during my ground school. We also go over several accident reports and discuss what the pilot might have done differently to prevent the accident and i think it helps the guys realize when they are putting themselves in a similar situation out in the real world.

I'll have to agree with you on the ATC stuff.

I've heard it before... the amount of panic indicates how really ill-prepared he was for IMC. I'm surprised he made it out alive.

I've only "had a closer look" a few times, and ALWAYS with clear weather behind me... one time in minimum legal VFR (3 miles visibility) was enough to convince me not to push it.
My new personal limit is 5 (reported), but even then I'm leery unless I know I can get to better vis. relatively quickly. It's been my experience that if conditions are like that, it's usually getting worse, not better. An awareness of the big picture is critical.
It's really quite easy to stumble into IMC, especially if you're not thinking ahead.

I'm comfortable in VFR minumum ( 3 mile ) visibility, so long as I can see the ground. Especially in a plane that you can fly comfortably and safely under 100kias.

Another thing that isn't discussed much, is class 'G' airspace. I hesitate to bring it up.. but an honest discussion demands it. I've once used the VFR minimum (1 mile ) visibility that G airspace allows. If you're familiar with the terrain and obstacles and can find something like a road to follow... it is "legal" to fly with that 1 mile visibility (daylight/clear of clouds). In most cases, that would be below 1200agl. And when you near the small airport where you can wait things out, you'll likely  have to get down below 700agl.

Obviously, nobody in their right mind would take off planning to fly like this.. But it is a legal way to get yourself back on the ground. The one time I did do this, it was  NO fun ...

I wouldn't panic if I had to proceed in 3 miles vis, or even 1 mile in a Class G or SVFR situation , but I sure wouldn't choose that beforehand; no way!

My first encounter with lowering clouds and deteriorating vis was on my first long solo X-C for my PPL- it was nowhere near marginal, but it was my first time in such conditions solo,and  of course I was slightly lost, which didn't help.
 But I just slowed down and circled until I got myself "found" again, all the while prepared to head back towards what I could see was much better weather. Had there been no "out", I'd just have done what I did anyway: find my position and proceed to my planned stop, as long as I was within my personal limits. Turned out I almost busted my instructor's assigned 5000-foot cloud-base minimum and the vis at my stop was quite marginal in light rain, but I made sure I still had good weather back towards my home base before I took off again. I was lucky it was a very slow-moving front, but the thought process applies to all weather situations.

Good point,  though, Brett, about being able to at least see the ground: for decades VFR flight was called "ground contact" flight... buildings and towers were shorter then, and the skies were a lot less crowded, but it worked more often than not, and in a pinch, it still does.