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missing was the ability to properly prioritize and stay
focused on just flying the approach...Prevention: a mental
checklist when working on a non-routine flight issue,
something along the lines of: 1) fly the plane, 2) what’s
most important right now? 3) relax, 4) repeat steps 1-3.
The Get-Homeitis Trap
A C150 pilot tried to race a thunderstorm back to the
airport of departure:
■ ...A thunderstorm was approaching from the north. It
was clear to the south. We decided to depart quickly and
fly to the south. We departed rapidly, only to find quickly
[deteriorating] visibility. I would estimate the visibility to be
less than one mile. Upon reaching an altitude of 100 feet, I
turned the aircraft to the left to bring it around for a quick
landing before the situation got worse. We climbed up to
about 300 feet AGL. I was sitting in the right seat and did
not see the aircraft hangar I overflew at such a low altitude...
I landed without incident and taxied back to the hangar in
torrential rain and thunderstorms. An FAA representative/
inspector met us. He stated we were in violation of FAR
91.13, careless or reckless operation. Why did I do such a...
thing? I wanted to get home. I saw an opportunity. I took a
chance...I will never do it [race a thunderstorm] again.
Besides ‘Get-Homeitis,’ I had the feeling that I could do
this. I’m a great pilot, nothing can happen to me. Luckily,
I was able to break the chain of events before it broke me.
Number 324 December 2006
With the approach of winter, many GA pilots will be
filing IFR flight plans and encountering actual IMC.
A recent sampling of GA weather-related reports
revealed that a number of pilots who obtained an
IFR flight plan experienced unexpected situations,
including icing, loss of situational awareness, and
automation surprises.
“I Declared an Emergency!”
In a pilot’s arsenal of strategies for dealing with
unexpected weather encounters, an emergency declaration
can be a valuable tool. More from a C-182 pilot:
■ While flying at 9,000 feet, requested and assigned
altitude, with OAT 32 degrees...and clouds at my altitude
ahead. I requested 11,000 feet from Approach, which would
be above the clouds. Their reply was ‘Stand by.’ I entered
the clouds at 9,000 feet MSL and got a healthy updraft and
noticed rime ice forming on struts, windscreen and wings.
Believing that clearance to 11,000 feet was imminent, I
resisted the requirement to push over to maintain 9,000
feet. Approach advised me to remain at 9,000 feet. I replied
I had ice accumulating and clear air at 11,000 feet, and
could either climb as requested or would descend. They
replied that I had busted my IFR altitude and to remain at
9,000 feet. I declared an emergency. They replied ‘climb to
11,000 feet,’ which I was able to do, clearing cloud tops at
about 9,700 feet.
Probably I should have requested 11,000 earlier...or advised
[Approach] upon being updrafted when entering the cloud.
Communications could have been more timely.
According to the AIM section 6-1-1, a pilot-in-command
of an aircraft is the final authority on the operation of an
aircraft, and may deviate from CFR Part 91, Subpart A,
and Subpart B, Flight Rules, to the extent required to meet
an emergency. If emergency authority is used to deviate
from an ATC clearance, the pilot must notify ATC as soon
as possible and obtain an amended clearance.
“I Lost My Situational Awareness”
This PA-28 pilot’s weather briefing called for marginal
VFR conditions along the route of flight. Not long after
departure, the IFR-rated pilot encountered rapidly
deteriorating weather. The pilot contacted ATC and was
given a “pop-up” IFR clearance and a climb to 3,000 feet.
But then:
■ ...As I continued to brief the approach, I discovered I
had vertigo as the plane was in a banked descent, but I
felt I was straight and level. Focusing on the instruments,
I recovered to level flight and climbed back to 3,000 feet.
By that time, I had lost situational awareness: I could not
seem to orient my location in relation to the approach...
Approach issued me vectors to the IAF and I made the
approach...
As a pilot unfamiliar with the area, I was surprised at
how rapidly the weather can change...The weakest part of
my performance was not articulating to Approach that I
had experienced vertigo and subsequent loss of situational
awareness...The controller did recognize that I was having
difficulty...and offered vectors, which were gratefully
　
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