DA40 Diamond Star
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 1.7; Flight Crew Total 231.1
Other / Unknown
Deviation / Discrepancy - Procedural FAR; Inflight Event / Encounter VFR In IMC; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; General Declared Emergency
Human Factors; Weather
I planned a personal VFR cross country trip; and I would normally do any type of cross country flying under IFR; but my IFR currency had lapsed. Preflight weather briefing called for VFR conditions through my route of flight with ceilings beginning at 7;000 feet broken; and gradually following as I got closer to my destination; to broken 3;500 - 5;000 at my destination. TAF at my destination called for broken ceiling at 4;000 feet at the time of my arrival. Initial cruising altitude was planned to be 5;500 feet and descend as needed to maintain VFR. Departed at XA:50 am local time with an estimated enroute time of 1 hour and 50 minutes. Throughout the flight I was able to maintain VFR at 5;500 feet. About 50 NM from my destination; an overcast layer formed about 2;000 feet below me. I was VFR on top of the layer. At this time I tuned in the ATIS at my destination which was reporting a scattered layer at around 2;600 feet. I made the decision to continue on until the layer broke up and I could descend through it. As I continued on; I was in between two layers; still in VFR conditions. In the distance; it appeared that the lower layer was breaking apart and I believed this to be the reported scattered layer I could break through. I had flight following with Approach and they terminated my radar services at this point and gave me the next Approach's frequency to try for further flight following. As I began descending through this layer; it was thicker than I had anticipated. I was able to maintain VFR cloud clearance; but I was down to 1;800 feet MSL and there were still clouds below and in front of me. I did not want to scud run or descend any further; especially in an area where I was not too familiar with the terrain. I turned back to the north; where I still saw a layer of VFR in between two broken layers and climbed for it. As I climbed; it appeared that the layers were converging and there would be no space to maintain VFR in there. With no remaining safe options I could think of; I called Approach who was still tuned in on my radio and told them I am declaring an emergency; I am unable to maintain VFR and I need a pop up IFR clearance to my original destination; and also the only airport in the area I was familiar with. By this time I was in solid IMC. I climbed to 4;000 feet and advised ATC of my altitude. I was given a transponder code and a heading to fly. ATC asked me to verify I am IFR trained; which I responded yes I am instrument rated; but neglected to tell them I was not current. When I was handed off to the next Approach facility; I thanked the Controller for his help and he told me it was not a problem at all and to have a good day. I flew an ILS approach and landed without any problem. During the instrument approach; I broke out of an overcast layer at 2;600 feet MSL with light rain; which was not what I prepared for at all. There were many signs of this problem arising. First; when I read the weather briefing; there were parts along my flight which were at my minimums for VFR flight; but since becoming instrument rated; I have a lot lower minimums; and in this case even though I was flying VFR; I softened my VFR minimums even though I was not IFR current. Furthermore; during my route of flight; as I began seeing overcast cloud layers above and below me; I continued on because I thought my destination would have a layer I could break through based on the ATIS. However; I had neglected to consider that ATIS information is sometimes up to 1 hour old; and based on what I was seeing out the window; I should have turned back around into better conditions and landed somewhere to reassess the situation from the ground. Solutions are to set strict minimums for VFR and IFR and don't violate them; and continuously analyze evolving weather conditions during flight and proactively deal with them making sure you are prepared for the worst case scenario; and having a lower threshold for turning back into better weather conditions and landing at suitable field if you are not. Lastly; I should have also told ATC that although I was instrument rated; I was not current; and this way they would be in a place to offer and provide more assistance.
During a day VFR flight this non-current instrument rated private pilot encountered IFR conditions; declared an emergency; and flew an IFR approach to his destination airport.