PA-32 Cherokee Six/Lance/Saratoga/6X
Air Traffic Control Fully Certified
Situational Awareness
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance
Human Factors; Weather; Procedure
A King Air 90 was IFR on his route to MLB at 10;000 FT. A Piper Saratoga called to pick up his IFR. I gave the Saratoga his squawk code and started a track north of Freeport since this is where they normally call to pick up their IFR. I continued to take care of other aircraft in my sector. My D-Side mentioned the altitude as the 'conflict alert' went off and asked if I issued the Saratoga 10;000 FT. I said no; just a squawk code. I then proceeded to give the King Air the traffic call in case that was indeed where the Saratoga was; but I had yet to RADAR identify the aircraft. The King Air said that they had no contact and that they were IMC. When I issued the traffic; there was only 3 miles separation with a large overtake; and at the same altitude. I then asked the Saratoga if he was level at 10;000 and that; if he was that it was not an approved VFR altitude; then I issued him the overtaking traffic. He said that he was trying to get to 10;500 but encountered a layer and decided to descend. However; while I was issuing all the traffic to both aircraft; his altitude never changed from the 10;000 FT. After there was finally altitude separation; and I felt like the danger was no longer imminent; I was able RADAR identify the Saratoga. Even if pilots are anticipating on being issued their IFR; they should still remain in VFR conditions and at VFR altitudes.
Enroute Controller described a near loss of separation when a VFR aircraft awaiting an IFR clearance entered IMC conditions close to an aircraft on an IFR clearance.