VFR into IMC

[robert7467]

As a new pilot, I have failed myself, as well as my family. With my new ticket, we decided to go to St Louis to take our kids to the City Museum. Weather going up was perfect. We decided to  leave out Sunday. I checked the weather, and in St Louis and Memphis the weather was showing 10 miles of visibility, and clouds at 25000. In route, it showed the tops at 2500 broken over a small area of my route.

 

When we were flying, visibility was good, but hazy. We ended up over the layer as expected. Then we started getting the illusion that the clouds were rising, and the haze was giving the illusion that the top layer (25000) was connecting with the bottom. With the haze, it gave us the illusion that we were going straight into a wall of clouds. I did not feel comfortable proceeding on course.

 

I saw that we were really close to an airport, and there was a big hole that I could punch through and still stay within VFR minimums, and I started my decent.

 

When we got under that layer, the airport was about 5 miles away, and I proceeded on course. The ceilings were closing in fast, and visibility was rapidly declining. At this point I knew that I could not proceed on course, and I either had find a field to land in, or find a hole back up.

 

Luckily I saw a blue hole going back up, and I figured altitude is my friend at this point. I proceeded to climb, and at that point I decided not to look out the window, and just focus on my instruments, and maintain proper pitch. I just kept telling myself, don’t look out the window, focus on instruments.

 

Finally we were above the layer, and I called flight watch, and he assured me what I already knew, that the clouds were at 25000, and I was almost out of that layer and Memphis was clear. We ended up landing safely to Memphis. My wife is the true hero in this because she stayed clam. She said that she was able to stay calm, because I let her know every move I was making. She knew we were in a bad situation because sweat was running down my face.

 

When we got on the ground, my wife says when we were punching through the hole going back up, all she could see is white for about 5 minutes.

 

At this point, I don’t care if this turns into a bashing session, or if the FAA sees this and yanks my ticket. The reason I am posting this is to save a life. Weather is something I don’t play with, and my minimums are really high. Here is what I would have done differently, now that I have had time to rethink this:

 

Don’t descend into unknown conditions.

Don’t fly over a layer of clouds, even though the weather information says its ok and you are still within VFR Minimums.

Call flight watch prior to making drastic decisions.

If I am ever going to fly again, get an instrument rating ASAP.

 

 

Also, I think instructors need to take their students actually through the clouds, because foggles don’t let you see the actual illusions of going through a cloud.

 

Luckily, I have had a CFII actually take me through the clouds. The first time I actually panicked, but his words “don’t look out the window, focus on your instruments” is what was going through my mind during this situation, and it saved my life.

 

Instructors, I am begging you. Take your students through actual clouds. If I just had foggle training, my family would be dead.

 

I still believe, under the right conditions, GA is safer than a car, but I am kind of hesitant of whether I am going to fly again.

 

I know I am going to get bashed, it’s much easier to analyze this situation on the ground. Luckily, my training kicked in, and I am still alive as a result.

 

There is no worse feeling, than knowing what I put my helpless family through. Looking up at the clouds this morning made me sick to my stomach.

 

I made a lot of poor decisions that day, but luckily I am alive to think about them.

 

The only reason I am posting this, is to prevent someone from repeating the same mistakes as I made.

 

 

[smccray]

Congrats handling a bad situation, and double congrats for posting it here for the rest of if to learn something.  The only worse decision you could have made was to continue into a deteriorating situation trying to get to your destination.  Next time you'll turn around sooner.

[Cruiser]

have you ever made a poor decision while driving your car? Did you quit?

have you ever made a poor decision at work? Did you quit?

have you ever made a poor decision while fishing? Did you quit?

have you ever made a poor decision boating? Did you quit?

 

So, on reflection you see several opportunities for improvement. An instrument rating is a great start. Maybe some addition weather training also.

You also need to think about the fact that YOU recognized the risks.

You were the one that safely flew the plane 

You were the one that prevented something worse from happening.

You were the one that will learn from this and be a safer pilot in the future.

 

[scottfromiowa]

BRAVO.  I am NOT going to second guess your ADM.  If you fly cross country you WILL DEAL WITH WEATHER.  I think your family is fortunate to have someone with your level of assessment on the yoke.  SHIT happens.  You dealt with it and survived.  Wiser.  Go back through your flight planning...your use of Flight Watch AND your decision NOT to proceed into deteriorating conditions down low was THE RIGHT CALL.

 

Life is a dangerous proposition.  You will limit your and more importantly your families exposure in the future.  Get back up there and punch some holes in the "blue sky"...You didn't panic.  You flew the plane.  You made the decisions at the right time that made the difference.  Be hard on yourself in your assessment, but know you did well.

[FloridaMan]

I have a feeling most of us have been there. I didn't have the time or the money when I got my instrument ticket, but I did it anyways for that very reason. 

 

I've had it happen twice. The first time was crossing Florida at night I ended up in inadvertent IMC in a rental. I turned off my strobes and I turned the flashlight I wear on my head on to make it more difficult for me to be distracted by the fast moving puffs of clouds around me. 

 

A couple days after Christmas I took a short flight. I'm instrument rated, but I heard the controller on the ground tell someone that nobody was getting releases; it was a short flight home and I generally prefer to avoid IMC. I knew where the weather was and decided I would just go around it. It was one of those areas that showed up as green with some yellow in it on the radar -- no real buildups. I was cruising along between the layers when the top layer started precipitating and descended onto me. All I could get from ATC was to stand by. I performed a standard rate turn to the east where I knew it was clear and leveled my wings. Rolling level gave me, for the first time, a convincing sensation that I was in a spiraling dive to the left. It's this sensation that you can experience where you must will yourself to have full faith in your instruments. My passenger had the same sensation and says to me as we pop out into extreme clear, "that'll get your heartrate up a bit." 

 

These things happen, don't beat yourself up over it. You made the right decisions and your training paid off. Being as nervous as a whore in church keeps you alive and it's completely natural. 

 

Now, as far as what's completely inexcusable are those assholes that take off in IMC and then pick up VFR flight following once they're over the clouds. I took off on an IFR flight plan from an uncontrolled field through and overcast layer that went from 1000 to 4000ft AGL. There were no VMC holes. Shortly after I punch through the layer, I hear a Cessna call up off of the same field where I departed asking for VFR flight following. That shit is absolutely inexcusable.  

[robert7467]

Thank you guys for the words of encouragement. On the ground, it's much easier to evaluate this, and make sure it doesn't happen again. There is no worse feeling, than knowing my family was in danger, when its my job to protect them.

[Jeff_S]

You didn't fail your family. You utilized your training exactly as you were taught. Nothing to beat yourself up over, but realize that you will learn from this, and yes, it will probably give you the impetus to go get your instrument ticket. That will be the best training you can ever get, in my book. We've all had hairy moments, but that's where experience comes from. Way to go.

[Krh3682]

Robert

You did it exactly right. Always remember "Aviate, Navigate, Communicate" and prioritize in that order. Fly the plane, get it pointed in the right/safe direction, then fess up to ATC using the phrase "Inadvertant flight into IMC". They can't help you unless they know that you need help. They will give you whatever instructions and clearances it takes to get you on the ground safely. Don't get me wrong, I'm not advocating intentionally putting yourself into a bad situation, I'm just saying to not be afraid to use the help that is out there if you need it.

Just keep the shiny side up, and the pointy end forward.

Kyle

[PMcClure]

I think you did a good job getting everyone back to the ground safely. And you learned a lot from it too! 

 

A couple of suggestions for future XC flights:

 

1. Make sure everyone knows you can cancel for any reason at anytime and no bitching is allowed.  Everyone knows up front that if you cancel, it is your call for their safety. It's amazing how much pressure this step takes off. 

2. Always get a full weather briefing from FSS.

3. Establish minimums and don't violate them. 

3. Always file IFR or use flight following when enroute with non-aviation passengers (and family).

 

Please don't give up on flying. You already proved you can handle more than many pilots. You might want to back off family on XC flights until you have more experience. But you did a fine job and I would fly with you any day (weather permitting of course)!

[Marauder]

Welcome to flying! The weather is what it is and will be what it will be... I think we all have encountered similar situations. Whether it be flying into the sun on a hot hazy day or a scattered layer turning out to be solid -- it happens. It didn't take me long to figure that to get more utility out of my airplane, the instrument rating was high on my "next to do" aviation priorities list.

[PMcClure]

100% agree - get an IFR rating if you will be doing XC trip. A Mooney will carry you and friends up to 1000 miles in a few hours. This is enough time and distance to cross weather fronts and encounter a variety of conditions. Your insurance will go down and you will be a better pilot, again. 

[robert7467]

The funny thing is, when the weather broke, and the clouds were at 25000, we hit a few bumps, and that scared my wife more than the IMC ordeal. Knowing that IMC is the most dangerous thing a VFR pilot can go through, I kind of looked at her, and smiled, thinking if you only knew what we have been through. Then on the ground, I let her know that we were on of the few that have survived VFR into IMC with a VFR rating.

 

It boggles my mind, that the FAA doesnt require punching through real clouds as a requirement for training, because if I never flew through real clouds, we would have ended up becoming a stastic.

[rbridges]

I'm new, too, so I like reading these experiences.  You followed one key rule--be willing to modify your plans.  Don't get so steadfast in reaching your destination that you compromise your decision making skills.  

[Earl]

When you look at accident stats you will see that VFR inadvertent into IMC happens more often than it should and it often doesn't end well.  The fact that you had this experience and it obviously is not one that will give you more "confidence" the next time to do the same thing is very good.  I say "confidence" because I sometimes wonder how many pilots out there whose last flight didn't end well had gotten away with similar decision making in the past and mistakenly thought this would just be another "adventure" for them and their passengers.  You certainly don't seem to have that attitude and in my experience that is what makes someone an old pilot as opposed to a statistic.  The more you fly the more opportunities you will get to learn new things which is what it should be about. 

 

My suggestion is that you seriously consider getting your instrument rating.  You have probably already had the most harrowing actual time in IMC and when you are doing it on purpose you will wonder why you ever put yourself through the stress of inadvertent IMC.  I'm glad you shared your story and I would not give up on flying.

[Oscar Avalle]

As Marauder said: Welcome to the real world of flying. Risks are part of our activity. you just have to balance out the risks and based on that balance decide what to do. Will you decision be bullet proof. Of course not. I think all of us have some war stories to tell...but as long as we know what we are doing and use the resources at hand to minimize the risk and respond to the challenges such as the one you described... But let me just say: you did a terrific job!

[co2bruce]

We have all had an experience like this, and have learned from it. Don't beat yourself up. I took off from a mountain runway on a warm day, heavy (not over gross) with wicked crosswinds (wifey in the plane). We almost didn't make it. Take away any one of these items and it wouldn't have been a problem, but throw in get home ites, and I made a terrible decission that could have cost us. I felt just like you do for a while. You learn and move on. You made an error in judgment but didn't let it compound into disaster. Congratulations, your a pilot.

 

p.s. I have an instrument rating and it didn't prevent me from this error in judgment. 

[Marauder]

It boggles my mind, that the FAA doesnt require punching through real clouds as a requirement for training, because if I never flew through real clouds, we would have ended up becoming a stastic.

 

It does (indirectly)... it is why you did all those ununusal attitudes while your instructor had you looking down (he/she did that right?). "Punching through real clouds" is much more than flying through a layer. What if you punched in but didn't fly through? The training I received to get my VFR rating included enough knowledge to extricate myself from an inadvertent encounter but more importantly to recognize when conditions exist that should have prevented me from launching to begin with.

 

As I mentioned above, part of the cure for this is the instrument rating. Keeping competent with an instrument rating is another thing all together...

[fantom]

....part of the cure for this is the instrument rating. Keeping competent with an instrument rating is another thing all together...

 

How very true, and you'll never be more motivated for that instrument ticket than you are right now, Robert.

[Lood]

You have added some to your experience bucket. Next time, you will recognize a similar situation in time and you'll be able to avoid it - or not? As long as this situation doesn't give you a false sense of security and leaves you thinking, "I got away with it last time...".

Well done for keeping calm and saving the day.

[Dave Marten]

Good work! Every flight is a learning experience. Applying what you've learned to your next flight is key. Keep flying..keep learning. Good selling point to start working on that instrument ticket.

 

Yes, you got into a jam (we all have), but successfully applied your training: aviate, navigate, communicate and reached a safe outcome.

 

Thanks for sharing!

 

 

[Z W]

You are not alone, and you are brave for posting this here. Most pilots scare themselves once or twice while learning. You are being too hard on yourself. Great job, and keep at it. I suggest you call your CFI and run through some realistic flight planning scenarios, or post some here for feedback. The information you needed to see before your departure should have been in the Area Forecast. That is your best source of information for cloud bases and tops and items like widespread haze on a cross country. It sounds like you relied on the TAFs (terminal aerodome forecasts). Those are only good for a 5 mile radius around their field. They can easily give the wrong impression like they did for you here. There is a lot about weather they do not teach as part of the PPL. It is your license to learn.

[robert7467]

I was looking at the terminal area forcast on foreflight, when weather planning. Like I said, the weather did exactly what I expected it to, it was just the haze creating the illusion that the tops below me were coming up, and the ceilings at 25000 were coming down. It looked like we were heading strait for a wall of clouds, but it was just an illusion.

[robert7467]

Question. I have no autopilots, and 2 VOR's, 1 with a glidescope, no DME. Is that enough equipment for instrument work? I have a Garmin 155 that I was thinking about having installed to replace one of the VOR's. What are your thoughts?

[gregwatts]

Don't beat yourself up! Every pilot encounters the unexpected...it is how you handle it that matters.

 

Get your IR!

 

 

 

 

My opinion only!

[thinwing]

Well Robert..we have all been there...first you have a new ticket with probably less than 150 hrs total time...your weather briefing did indicate at least some weather along your route..that was the 2500 broken layer...with the high overcast and haze that is what started you panicking a little bit...so you do what maybe most vfr pilots do and look for a hole....those are called sucker holes for a reason.I have to remind you that the best course was the classic 180 turn..the weather was at least for a while ok enough to fly to the point of which a layer above and a layer below plus haze maid you unable to discern your horizon.That is where you should have pulled out the 180 turn and flown back to where you came from and than land at closest airport.As a new vfr pilot that was the best course of action because you havent encountered enough weather to add to your repertoir.This experience is certainly not a reason to give up flying...you will probably be a little over cautious for a while..not a bad thing...just remember the only difference between you and a statistic during that flight was a little bit of luck and probably a smooth layer you climbed thru.I dont have to tell you the out come if you were trying to get your instrument scan going while you were scared s****less and the airplane was bouncing arround thru turbulence.Please dont take my comments as being overly critical....how else can someone get the needed experience if he never pushes the envelope a little bit.And yes the ifr ticket should be next but remember that starts a whole new learning curve...I remember as a new instrument pilot a dark cloudy night going into Juneau AK....but that is another matter....