Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 27; Flight Crew Total 1120; Flight Crew Type 1022
Workload; Situational Awareness; Time Pressure; Distraction; Confusion
ATC Issue All Types; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Weather
I went for a short flight; weather came up much faster and worse than forecast; and I ended up in weather I shouldn't have been in. ROA ATC helped me a lot; and I really appreciate it. I checked weather radar and DUATS late morning including TAFs for ROA and BCB; which is near the beginning of the LDA 6 into ROA. Storms were not forecast until late afternoon; ceiling was 2;300 at and 6;000 at BCB; so I headed to the ROA airport to fly my aircraft since it had been sitting unused for almost two weeks. I decided to eat lunch first; so it was afternoon before I was ready for takeoff. It started raining but was good VFR. Instead of doing touch and goes I decided to ask for an IFR clearance for an LDA 6 in case the visibility lowered due to the rain. Heading out Departure told me of light to moderate rain but no reports of a bad ride. A few minutes later planes on the approach were asking for vectors around a storm and I was seeing the clouds around me light up. I realized that; had I been planning a trip; I would have postponed it for weather half this bad. I was third for the approach and the strikefinder and communications of other aircraft indicated that the lightning was ahead so I slowed down. I had strong up and down drafts; which are normal with the wind and the mountains; but I also got my first carb ice ever. I was IMC and it took me a while to notice the loss of engine power; mistaking it for a downdraft at first; but I put on the carb heat in time with classic symptoms of a rough engine then it returned to full power. ROA Approach gave me vectors away from the storm and I commented that I wished I hadn't taken this flight. I think Approach could tell that I was feeling a bit worried. I lost track of the first plane on the approach; but the second diverted to a hold. Then Approach put me in front of him despite my 50 KT ground speed while heading outbound to the IAF. I never encountered much turbulence. I asked for a tight turn onto the LDA in part to stay away from the storm and in part because I was feeling bad that I was in the way of pilots hauling passengers. The approach went well; but the deep puddles on the ground during taxi surprised me. The weather was a LOT worse than I had expected. I cannot say enough about the ROA Approach Controller. I was a bit confused as to exactly where the storm was. ATC gave me enough information and offered vectors around the storm; but also gave me time to concentrate on flying the plane. I think he put me on the approach in front of another plane because he sensed I was nervous. I could have flown outbound faster and caused less of a traffic jam; but I was flying slow on purpose since I thought I was still waiting my turn at the approach. Maybe the Controller could have asked me to speed up; but maybe he was keeping my workload down by not bothering me. In the future I will double check the weather as close to takeoff time as I can. I do this for long trips but let my guard down for a local flight. Filing IFR seemed safer when I did it; but only getting in a few touch and goes before calling it quits due to weather would have been better.
A solo single engine pilot departed ROA on an IFR training flight and was unexpectedly caught in a weather system which arrived in airport vicinity hours earlier than forecast so he requested ATC's assistance for an immediate return.