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…A weather briefing was not obtained. I was scudrunning
until the weather closed in and all visibility was
lost. With concern for ground clearance, I gained altitude,
struggled with spatial disorientation, contacted ATC on
121.5, and declared an emergency. With ATC’s assistance,
we determined there was not enough visibility at my final
destination and I accepted vectors to [ZZZ]. The flight was
completed with IMC (Instrument Meteorological
Conditions) prevailing until final descent to the airport
where a VFR landing could be made. There was no
damage to the aircraft or injuries of any type. The root
cause of the problem was attempting a VFR flight when
the weather clearly did not support it. I did have 14 hours
of IFR training; otherwise this flight would probably have
ended in tragedy.
Longtime readers will recognize topics in this
CALLBACK that have been discussed many
times over the years. Although we all need
frequent reminders about these safety issues,
an additional perspective has been added to
this CALLBACK. In an effort to reinforce the
lessons concerning preventable, weather
related accidents, each ASRS incident report is
accompanied by a strikingly similar National
Transportation Safety Board (NTSB) accident
report.
These reports represent two schools of
thought. ASRS offers first-hand accounts
detailing either close calls or disasters averted
by taking the proper course of action. These
reports often contain valuable insights into
human factors and there is no “cost” to those
who report to ASRS. NTSB reports are secondhand
narratives that often include statements
from witnesses. Being the subject of an NTSB
report can cost you dearly.
There is a lesson common to both schools: it
pays to learn from the experience of others.
Whichever school you prefer, learn the lesson
before you take the test. It could be a final
exam— with no opportunity for a retake.
Icing
Icing is another factor often cited in weather related
accidents. The following ASRS and NTSB reports deal
with events in which pilots encountered icing conditions
while flying aircraft that did not have anti-icing or deicing
capabilities. The pilots who submitted the ASRS
reports were fortunate to survive…and to learn from their
experience.
ASRS Report #3
Aircraft: Beech 35. Injuries: None

In solid stratus at 4,000 feet, the temperature is -4
degrees C and I start picking up some trace ice.... As I
continue down to 2,300 feet for an approach, the
precipitation increases significantly and I quickly load up
with ice. So at eight miles south of [ZZZ], I tell ATC I’m
loading up with ice and request direct [ZZZ2]. No delay at
all, cleared direct; climb to 3,000 feet; contact approach. At
2,800 feet, I cease climbing. Requested lower; given 2,300
feet. I keep climb power and 140 MPH and continue losing
altitude.... Drifting through 2,300 feet, I go to full power,
tell approach I can’t maintain 2,300, and get a left turn to
090 [degrees] to avoid an antenna farm. Finally, at 1,800
feet with max power, I’m holding altitude. And hey, the
ILS for Runway 16 comes in. Great! Break out hot and
high at about 600 feet (the runway is over 9,000 feet long),
fling down the gear, and hold about 120 ’till flare. After
landing, big chunks of ice begin falling off the leading
edges.... I give the tower a brief explanation; thank them
profusely for their very quick professional help….
Hindsight: First sign of ice, I should have done the famous
180. In part I had a mind-set to get to [ZZZ], and with the
information I had, thought this has got to be just a little
patch of precipitation, soon to be left behind. I was just too
damn slow to make the 180 degree divert decision. Could
have possibly stayed high ’till over [ZZZ], and then done
the approach, but maybe then wind up low, not breaking
out, and 600 feet over [ZZZ] with a load of ice, and no
place to go.
A little older, a little smarter, I’ll screw something up
again, but it won’t be a repeat of this little story. If it’s ice,
I’m “outta” here!
NTSB Report #2
Aircraft: Beech V35. Injuries: 1 Fatal.

The pilot told the lineman he was preparing to depart
since he had to get back to work…. The pilot said he was
going to scud run to his intended destination…but would
turn around if he couldn’t make it. The lineman said, “I
couldn’t believe what he was telling me. I told him that
　
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